British Dealer News March 2024

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March

HEAD OF CONTENT

Andy Mayo: editorial@dealernews.co.uk

FINANCIAL EDITOR

Roger Willis: editorial@dealernews.co.uk

PRODUCTS EDITOR/DESIGNER

Colin Williams: design@dealernews.co.uk

COMMERCIAL CONTENT MANAGER

Maurice Knuckey: creative@dealernews.co.uk

CONTRIBUTORS

Roger Willis; Dan Sager; Alan Dowds; Rick Kemp; Adam Bernstein; Brian Crichton

ACCOUNTS MANAGER

Mark Mayo: accounts@dealernews.co.uk

ADVERTISING

Alison Payne: tel 07595 219093

Paul Baggott: tel 07831 863837 adsales@dealernews.co.uk

CIRCULATION

circulation@dealernews.co.uk

TAIWAN AGENCY

Albert Yang, Pro Media Co: info@motopromedia.com; tel +886 4 7264437

PUBLISHER

Colin Mayo: editorial@dealernews.co.uk

British Dealer News, 10 Daddon Court, Clovelly Road Industrial Estate, Bideford EX39 3FH

ReactiveMART.com launches to the trade

Speak to any retailer in the bike world about the various online selling options nowadays, and it seems like you’re guaranteed to hear a litany of woe. Put simply, problems such as bank and card fraud, high selling and payment fees, and an imbalance of power towards buyers rather than sellers mean online selling can be a real headache for many. Setting up your own e-commerce site is an option, but unless a firm has extensive resources, that brings its own problems too.

Now, one bike business operator has decided to take matters into his own hands to launch a bike-specific online selling platform to compete against the current market providers and give the bike trade another option. Steve Heneghan, ex-TT racer and owner of Reactive Parts, is setting up a new online market – ReactiveMART.com – and promises to make a real difference to the industry from top to bottom.

“Having been in the motorcycle parts and

accessories business for more than 25 years, we’ve been getting feedback from dealers and sellers [about online selling], with complaints including increased costs, higher listing and final value fees and increased shop costs and reduced visibility for listings,” said Heneghan. “We’ve also seen the requirement for promoting listings and less customer data passed over, plus the exclusion of PayPal.”

So Heneghan has come up with a solution in the form of the new ReactiveMART.com online bike, parts, clothing and accessories selling platform. “Over the last 24 months,

Over the last 24 months, we’ve developed an entirely new focused sales platform, available to both trade and consumers

we’ve developed an entirely new focused sales platform, available to both trade and private clients, to buy and sell new and used motorcycles, clothing and helmets, parts and accessories online.”

Hertfordshire-based Reactive promises a nononsense approach to costs and aims to undercut its more mainstream rivals. It will offer auctions, as well as fixed price and classified ads, with zero listing fees for

both auctions and fixed price ads, final value fees of 7.8%, and classified advertisements for just £9.99. Heneghan also promises there will be no hidden costs or promotion fees, with sellers only paying the final value charge when they sell. The site’s payment partner is PayPal, giving extensive security over payments for sellers and buyers. ReactiveMART.com can copy over a seller’s listings from other major online selling platforms they might be using.

“We do all the hard work,” said Heneghan. We can mirror your existing listings and set up your account. Additionally, we have a database of more than 250,000 contacts who we will promote listings to.”

The firm is planning a launch for the start of this season and is currently finalising the beta phase of its website, with Android and Apple apps also on the way. BDN was shown an early version of the selling site and saw a clean user interface that seemed intuitive and easy to use.

ReactiveMART. com

info@reactivemart.com

www.reactivemart.com

Steve Heneghan, managing director of the new ReactiveMART.com bike-specific online selling platform ProBike

All change at Oxford

Following several weeks of tight-lipped silence, with all sorts of rumours bouncing around the trade, an announcement from Oxford Products finally confirmed that its veteran managing director, Andrew Hammond, has left the business to pursue other opportunities. His replacement as managing director is a familiar face, former marketing director Henry Rivers Fletcher.

In a statement, Oxford’s chairman and company founder Alec Hammond summed up his son’s involvement: “During Andrew’s 32 years with Oxford, the past 23 of them as managing director, it has grown from a modest enterprise into what is now regarded as one of the world’s most significant and successful motorcycle and bicycle accessory businesses. I and the rest of the board would like to thank Andrew for a huge contribution to the company over his time at the helm and wish him every success with his endeavours going forward.

AT THE SHARP END OF OXFORD

ANDREW HAMMOND’S FIRST experience of working in the business was around the age of ten, packing “Oxford Soft Grips” into boxes for a penny a piece with his twin brother Graham. Over the years, summer holidays were spent in the warehouse, picking and packing for entrepreneurial dad Alec Hammond’s growing business.

It was also as a youngster that Andrew got hooked on motorcycle racing, travelling all over the UK and Europe with Team Oxford Racing. The passion remains to this day, with Hammond continually promoting the company’s increasingly significant involvement in BSB and making regular trips to MotoGP to support Oxford’s partners.

“Andrew has benefited from the support of many remarkable individuals over the years, most of whom still make Oxford the powerhouse it is today. As well as more than 150 incredible people whose efforts and expertise give us our strength, we are fortunate to have a formidable team of directors steering the ship. With a combined service of more than 150 years, they will continue their great work under the leadership of Henry Rivers Fletcher.”

NEW CHALLENGES

Commenting on his decision to seek new pastures, Andrew Hammond said: “After spending my whole adult working life at Oxford Products, I stand very proud of where I have taken the business as MD. I leave it in a very sound and secure place, with plenty in the pipeline for 2024 and the years

After completing a BTEC National Diploma in business finance, Andrew went travelling and spent two months working in South Africa on a game ranch. Returning home, he asked his father for work before getting a “real job”. And more than 30 years later, he claimed to be “still looking!”.

Having risen to the position of commercial director in a nascent board during the late 1990s, Hammond eventually took over running the company in 2001, supported by fellow director Henry Rivers Fletcher, and the pair set about a process which re-shaped the business and stabilised profits. Since 2006, Oxford has grown strongly every year, expanding from £7.5m turnover to more than £46m in 2023.

to come. During those years I have worked with some amazing people in the global twowheeled market, and we have shared some fabulous experiences. I am very grateful to them all and look forward to meeting up with them again in the future.

“In the coming months I shall look forward to spending some extended quality time with my family and will turn my attention to training for the New York Marathon in November. And as I am way too young to retire, once the summer is over, I shall be looking for new challenges or opportunities going forward.”

During this time, Hammond has overseen significant investment in infrastructure and staff, resulting in today’s head count of more than 150 staff and a 200,000sq.ft head office, which was opened to great fanfare by Prime Minister David Cameron (now Lord Cameron) in 2014.

Being a product man at heart, he spearheaded investment in CAD and 3D printing technology to accelerate Oxford’s product development while driving successful distribution of global brands such as HJC helmets and Alpinestars. In the motorcycle world, aggressive sales and marketing strategies have pushed Oxford ahead of its competitors,

and the company is now the UK’s largest distributor of aftermarket products. This wider ambition has also helped to make Oxford a major global player, with more than 90 international partners responsible for more than 30% of the company’s business.

With Oxford’s motorcycle business firmly on the right path, Andrew and his team then set about creating a bicycle department in the same image, recruiting expertise and acquiring a competitor business in 2010, which catapulted sales and market position. Having undergone further re-modelling and investment, Oxford Cycle is now well on the way to competing with its combustion-powered sibling.

Andrew Hammond is moving on to pastures new after 32 years working for Oxford Products

Henry Rivers Fletcher has taken over the mantle of MD at Oxford Products following Andrew Hammond’s departure

OE suppliers to the world’s leading manufacturers

Third generation jubilee

Victor Motorcycles of Bristol, a threegeneration family business, celebrates 65 years of continuous service to the city’s biking community in May.

“We are stronger than ever,” says Sean Kelly (30), grandson of founder 89-year-old Roy Kelly, who in 1959 started the business in a shed on Victor Road, Bristol.

“Last year was the best year in Victor Motorcycles’ history,” adds Sean, who took over running the business in 2018. “We think we can improve on that in 2024 and may be taking on an extra fulltime mechanic.”

The workshop, showroom, and mezzanine in a 200-year-old former fire station are undergoing improvements as Victor staff already look ahead to their 75th anniversary in 2034.

34 YEARS, SAME PREMISES!

In 1992, the business moved to its current West Street, Bedminster, Bristol, premises. By this time, Roy’s son Doug was involved, building up a loyal customer base over a 30-year period. Doug, now 62, continues to work two days a week.

Purchasing manager/director Rosie Kelly joined in 2018. She met Sean when taking her bike in for an MOT. They married last May.

Rosie handles accounts, bike sales, parts, stock and bookings.

So the three-generation Kelly bloodline beats in triplicate at Victor Motorcycles. And, who

supply clothing and accessories. We also have our own-branded merchandise – T-shirts, hats, hoodies, and so on.”

Adds Rosie: “Last year was our best yet. Our MOT volume had kept us under the VAT threshold, but by 2022, servicing and sales started outstripping MOTs, and

Our main sources of income are MoT tests, service and repairs, and used bike sales

Sean Kelly, Victor Motorcycles

knows, a fourth generation may one day fly the Victor standard.

SERVICE FOR ALL

“We live and breathe motorcycles,” says Sean. “Our main sources of income are MOT tests, service and repairs, and used bike sales.

“Service work on all main marques is offered. For example, we have all the service tools and diagnostics for Triumph. We cover Japanese, Harley-Davidson, Vespa … you name it.

“We also carry out accident repairs, fit tyres, chains, fork seals, and accessories, and

we became VAT-registered. Last summer, service demand was so high that we had a two-month waiting list.

“Nowadays, we are much more fast-paced, and the range of bikes we work on is vast. Sean will have one bike on the bench from the 1980s needing a new top end, and the next will be a 2023 model in for first service and a line-up waiting.

“Most of our customers are commuter riders, though we have a fair number of leisure riding customers. We also do some work on delivery bikes.”

Victor Motorcycles was given a minor trade boost when the Bristol Clean Air Zone came into force in November 2022. It stimulated interest in used lightweights, particularly mopeds, from older car owners whose driving licenses allow them to ride them without L-plates.

Consequently, Sean took a keener interest in buying 50cc machinery. Most of his used bike stock comes from his wide customer base, which also provides most of his used bike buyers.

He monitors all aspects of the trade. This includes working on electric two-wheelers, including leading marque Zero, and Chinese products.

The business has never taken on a franchise, Sean arguing that his showroom isn’t big enough. That said, he has given it serious thought, a lightweight Chinese brand being an obvious first step. But he’s being cautious. Better quality manufacturing is needed, he says, before he will consider taking one of the Chinese players under his wing.

Being a hands-on mechanic over

a wide spectrum of machinery, he is ideally placed to judge on what does and doesn’t cut it in terms of quality and reliability.

His view is similarly circumspect on electric bikes. Until Honda or Yamaha, or one of the other top brands, comes up with product that rivals ICE machinery they remain at arm’s length.

RACE ’EM, SELL ’EM

To promote the business and experience the thrill of competition, Sean took up flat track racing in 2016, riding in Wales, Lincolnshire and Peterborough, as well as locally. He won the 2022 DTRA national vintage two-stroke championship in 2022, riding a 1973 Suzuki TS400 built in the workshop.

Last year, he made his WestonSuper-Mare beach race debut on a 300 GasGas. He intends to ride again this year. This massive event attracts around 2000 riders every year.

To further promote and celebrate 65 years, Victor Motorcycles is giving customers a discount of up to 65% on clothing and £65 off used bikes, and there are plans a 65thanniversary customer ride-out in the summer.

TEN YEAR PLAN

Looking ahead, grandson boss Sean Kelly says: “We have a ten-year plan which includes extending the mezzanine to include a coffee shop, waiting room, kitchen and staff room. And, as I mentioned, we may be taking on a full-time mechanic.

“My grandfather, father and I are very proud that we have kept the business up and running for 65 years. We have tried to move with the times, and we are determined

VICTOR TIMELINE

1920 Formation of A.R. Morris (Crewe) Ltd

1959 Victor Motorcycles founded by Roy Kelly in a shed on Victor Road, Bristol, dealing in used British bikes, service, and repairs

1982 Roy’s 20-year-old son Doug joins the company after working as a carpenter. Japanese lightweights, especially the Honda C90, provide most of the work

1992 Age 57, Roy and son Doug relocate Victor Motorcycles to 208 West Street, Bedminster, Bristol, and make it a limited company

2002 Doug Kelly takes over. Roy remains involved

2013 Sean Kelly (18), the grandson of Roy, joins after an apprenticeship at JHS Racing, Bristol

2018 Sean takes over. Rosie Free joins as purchasing manager

2019 Victor Motorcycles celebrates 60 years

2022 Bristol introduces Clean Air Zone, stimulating interest in lightweights and mopeds. Used bike sales:

12. Sean Kelly wins DTRA vintage two-stroke national championship. Victor Motorcycles becomes VAT registered

2023 Sean marries purchasing manager/director Rosie. Used bike sales reach a record total of 21. MOT tests also hit a record – 1100

2024 Victor Motorcycles celebrates 65 years of continuous business. The Kellys anticipate another record year

to continue our service looking after our customers and keep Bristol commuter riders, in particular, on the road, no matter what type of machinery they ride.”

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Sean Kelly made his debut in the 40th Weston Beach Race last year, the UK’s biggest off-road event attracting 2000 riders. Sean finished 510th on his GasGas

Norton lands in Hampshire

Norton Motorcycles continues the steady development of its dealer network with a new outlet in Stroud, Hampshire, near Petersfield. South Downs Motorcycles has been opened by the Winchester Motor Group, as a first step into two wheels for the automotive retailer. Norton will be the only brand on sale at the showroom, with the full line-up of V4 and Commando bikes on offer. The store will also sell parts, accessories, clothing and facilitate servicing and repairs.

Mark Mills-Goodlet, MD of Winchester Motor Group, said: “We’re very excited to be joining Norton’s expanding network of sales

Fowlers add EBC to line-up

Two legendary names in the aftermarket parts world are teaming up, with the Fowlers Parts operation adding EBC to its range of brands.

EBC, which has been in business since 1978, will supply the Bristol-based parts distributor with brake pads, discs, brake lines, clutch plates and springs, and more, from its 5000-strong fitment inventory.

Dealers can order directly through Fowlers using existing EBC part numbers, and also combine orders with other aftermarket and genuine parts. Fowlers will even include the EBC kit with clothing and accessory orders from its Key Collection brands – Weise, Duchinni, Kovix and Gear Gremlin. www.fowlersparts.co.uk

partners. In the Commando 961, V4CR and V4SV, Norton has a truly unique collection of British-made motorcycles that, along with their attention to customer care, gives us the confidence to begin our first two-wheeled offering.”

Chris Bexon, head of sales at Norton, said: “We’re delighted to be partnering with Winchester Motor Group to open our first Norton-dedicated sales partner location. South Downs Motorcycles is in a perfect location deep in the heart of motorcycle country, and by working with such an established business as Winchester Motor Group, we look forward to celebrating our successes together.”

MCIA responds to Lords report on transport decarbonisation

THE HOUSE OF LORDS COMMITTEE ON Environment and Climate Change released a report on the UK’s electric vehicle strategy last month. Perhaps unsurprisingly, there’s little comment on motorcycles in the report, which focuses on the much larger problem of private cars. Powered light vehicles get a few hundred words, which mostly focus on e-scooters, e-bicycles and two-seater micro-cars like the Citroen Ami.

Overall, the report highlighted the usual concerns: not enough charging points, electric cars being too expensive for many people, and other issues, including recycling, battery production facilities, and government incentives for the sector.

The Motor Cycle Industry Association responded, despite the report’s relative paucity of two-wheeled content. The MCIA had provided written evidence to the committee and is listed in the witness section. Commenting on the report itself, CEO Tony Campbell (right) said: “I welcome the report’s call for regulatory updates, ensuring the safety of micromobility and aligning them with advancements in developing L-Category technologies. Micromobility and L-Category vehicles are pivotal for sustainable transport, but they should complement, not compete. Adopting

‘the right vehicle for the right journey’ is vital for environmental and urban mobility goals.

“However, the current state of play favours unregulated micromobility options, lacking licence requirements, insurance, or PPE, posing a challenge to the already well-established and highly regulated L-Category sector, especially in last mile delivery. Illegally tampered e-step scooters or e-bikes are now easier and cheaper to access than ever before, more often than not without police interference. No longer is it a level playing field.

“The MCIA has urged the government to bring forward its promised Future of Transport Bill, addressing emerging micromobility safety concerns and modernising regulations for the evolving transport mix of tomorrow. This move will unlock the full potential of our sector, fostering innovation, technological progress, and job creation. Failing to do so would stifle growth and hinder our collective progress.”

The man from Honda LAP ONE

Head of motorcycles at Honda is arguably the biggest job in British motorcycling. Alan Dowds spoke to Neil Fletcher about how he got there and what he is doing now

There’s been a lot of water under the bridge since 2017. Brexit and its fallout, political stasis, Covid-19 … then war in Europe, an energy crisis, inflation and interest rate rises. Perhaps not the ideal period to take on a massive new role – but that’s exactly what Neil Fletcher has been doing after replacing Nick Campolucci as head of motorcycles at Honda UK in July 2017.

His road there wasn’t straightforward, though, as he explained to me at his local petrolhead haunt, the RAC Club in Epsom. “My old man was from the railway industry and was always into engineering. I was a big disappointment, though, since I went to university! He wouldn’t let me have a motorbike when I was younger because he had a big bike accident – nothing too serious –but he was quite against me having one.”

Fletcher got his degree in geography from Plymouth University – but his heart was already in the automotive trade. “I had a Saturday job on the pumps and cleaning cars at a

local dealership owned by Peter Simpson. I thought I could make a career out of it, so after graduating, I applied to every brand.” Fletcher finally got a foot in the door at Ford, before moving to Honda as an automotive area sales manager based in Sussex and Surrey. Roles in marketing, as national sales manager for power products, and a European training job followed before he left Honda for a job at the London Olympics in 2012. When he returned to the big H five years later, it was to the motorcycle division. “I’d always fancied the bike business, although I wasn’t a biker. I was always interested and enjoyed watching the racing.”

That non-biker status couldn’t last, of

course. “When I got the job, I went to learn how to ride a bike, just like someone from off the street. And it was a bit of an eye-opener: it’s not easy! Which, if I’m honest, was news to me. There are a lot of barriers in the way, and it’s quite expensive. It stood me in good stead for the job, and even though I wasn’t a bike person, I was a Honda person. I was also lucky because I had Andy Mineyko and some other people who are very experienced and respected, so I had the luxury of listening and learning.”

What are the main parts of the job for him today, then? Dealer relations are right at the top of his list.

“I’m very committed to our dealer council, because if you have the opportunity to speak to your

customers, and they’re a passionate, driven bunch, why wouldn’t you do it? So, we do it every quarter, religiously. We established that very early on, which was a bit selfish from my point of view because I was learning a lot, but it also helped them understand my thoughts and ideas.”

Aside from that front-line task, Fletcher’s background in sales means he’s been a champion for the Honda Sales Training Academy, launched a couple of years ago. “We’re doing a lot of work on sales training, and I get involved in that. I think it’s important that it’s seen we are committed to it and, again, I go back to my background. People gave me a chance and invested in me, and we’re doing the same now.”

Bringing things back to the here and now, I ask how 2023 went for Honda, and how 2024 is looking?

“Last year was good for us. It was frustrating that we didn’t have more PCX scooters because we would’ve sold at least 1000 more if we had had the expected numbers. We just couldn’t keep up with demand. But

we grew our bigger bike sales, and that’s good for us commercially. We had the Hornet and Transalp 750s, which made a massive difference in a part of the market where we weren’t so strong.

“And I think 2024 is going to be all right. We’ve just had the January figures, and they were really good. If I’m honest, I thought it was going to be a little bit tougher until March time with the new plate.

Last year, we had just under 21% market share, and our market share this January was about 24%, which is brilliant, and we want it to stay there.

“So yes, this year looks good. The one thing I always look at is consumer confidence. It’s not a bad barometer in this job, and it’s way better than it was this time last year.”

Has Honda been affected by the current trouble in the Red Sea, where Houthi rebels are attacking container ships? “It’s created a slightly longer lead time for us in the short term. All of our ships are going around Africa now, which adds ten days to the journey.

We’ve just had the January figures, and they were really good

Neil Fletcher, Honda UK

“Tony [Campbell, CEO of the MCIA] is predicting a 2.5% increase in the market, and I think that’s fair. I hadn’t seen as many new bikes coming out, for example, and I wasn’t sure where interest rates would go, but it has certainly started well.

I would say we’re probably seeing a two-week extension to lead times, which is not too bad.”

Fletcher is also very positive about the whole bike market in the long term. “I’m an optimist! I feel we could be on the cusp of a bit of a biking resurgence. There seems to be quite a groundswell to review the licensing laws. I think the government is listening, and I also think they’re listening to us on the petrol engine phase-out.”

We finished our conversation about the state of play at Honda with a nice piece of philosophy from Fletcher. “I feel like I’m the guardian of a brand. There have been people in this job before me, like Bob McMillan and Mark Davis, and there will be people after me. But I just think, ‘How can I leave it in a better place than it was when I took it on?’”

NEXT ISSUE

Lap Two of The Man from Honda. We find out about his dealer network strategy

Honda registered 629 XL750 Transalps in 2023, which only arrived in the UK in May. The company also sold 1040 CB750 Hornets, which arrived in March, ready for the then-new 23-plate

3520 PCX scooters were registered in 2023, 766 units fewer than in 2022, but Honda says it would have sold more than 1000 extra if supply hadn’t been restricted

Cockney chicken dinner!

Last month saw the Devitt Insurance MCN London Motorcycle Show kick off at the ExCel conference centre as usual, with a revamped lineup of events. But the show had

a small downturn in attendance, with 31,285 paying punters through the door, compared with the 32,399 seen in 2023. Highlights included a genuine MotoGP star in attendance, with Pramac Ducati rider Jorge Martin launching the production version of the Alpinestars Supertech R10 helmet to the UK public for the first time. The show had switched to an offroad-themed live enduro event from the indoor drag-race sprint

event in 2023, and visitors also had the first chance to see the Triumph Daytona 660 and TF 250-X motocross race bike.

After the show, Craig Watson, sales and marketing manager at Kawasaki UK, said: “The show has definitely been successful for us. As soon as the doors opened on Friday, our stand was incredibly busy, full of customers keen to speak to Kawasaki staff and find out more about our 2024 range. With plenty to see and do on our stand, plus the exciting sights and sounds of Extreme Enduro to witness, it made for a great day out.”

Chris Hillard, media officer at Alpinestars, said: “We would like to thank MCN for hosting Alpinestars and Jorge Martin

for joining us at the show. It was a great opportunity to connect with motorcycle enthusiasts and showcase our Supertech R10 helmet, which will be available in stores imminently. Thanks also to Oxford Products for allowing guests of the show to see the R10 up close and for providing the fitting service at the show.”

From Bauer, the show organiser, Rachael Beesley, publisher of Motor Cycle News, said: “The team have worked tirelessly over the last twelve months to deliver this year’s show, creating a brilliant array of new features to entertain visitors. From interviews with on-track and TV motorcycle stars and exhilarating live action, to talks from experts sharing their stories and advice, plus bringing alive motorcycle and kit reviews, this year’s show has really showcased what MCN is passionate about, and we’ve loved every minute of sharing it with visitors and our fantastic

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SuperBike shakeup

The printed version of SuperBike magazine came to an end in January 2015, after 38 years of publication, when then-owner Blaze Publishing sold the title to editor John Hogan. The SuperBike website has soldiered on since, with various levels of activity, but after Hogan moved to Norton Motorcycles as head of marketing, the title needed new management, if it was going to survive and prosper.

And that management has come in the form of Nottingham-based bike-specific digital agency Digitally Charged (DC), owned by Chris Day. Together with design director Scott Alldrick and other members of DC staff, Day is set to relaunch the SuperBike website as an editorial project, with the firm’s datadriven digital know-how backing it up.

We ran a story before Christmas outlining the plans for SuperBike magazine online, but BDN met up with Day and Alldrick at The Bike Shed in London to hear more about the nuts and bolts of the relaunch. Day has been working hard over the past few months to retrieve the website’s foundations from the Amazon cloud it’s been living in, and now he’s set to soft-launch a revamped site in March, with editorial content ramping up in April at the start of the riding season.

Perhaps surprisingly, Day reports a lot of interest for a website that’s been largely moribund for several years. “When we were at Motorcycle Live, there was a lot of feedback – people didn’t know that SuperBike’s not been updated; they’ve just forgotten about it. It sort of just went off the radar. People

remember what it was – we just need to start updating it.”

Scott Alldrick echoed that.

“The site has got some good numbers even just sitting there. It’s like a garden that’s been left untended; it’s still fruitful, it just looks messy. It’s quite surprising how well it’s doing, even without updates. Now, it’s being redeveloped, it’s going to have a fresh facelift, and the content is going to become more regular. We’ll be gradually building traffic and content.”

It’s like a garden that’s been left untended; it’s still fruitful, it just looks messy. It’s quite surprising how well it’s doing

Scott Alldrick, Digitally Charged

But the point of the site will be advertising and marketing, of course. The plan is for DC to offer a new option to the bike trade for online advertising and marketing campaigns, using its extensive know-how in data management, together with the new editorial proposition. A ‘vertical integration’, with a new independent editorial product, backed up by the brains and financial support of the digital marketing agency side of the firm.

Alldrick again: “From an advertising point of view, people we know, and love will get on there, which will organically lead to more advertisers coming on board. And as the content

grows, the numbers will grow. We want to keep it feature-rich: video content, blogs, vlogs, opinion pieces.”

And Day reckons his deep data-driven knowledge of the market will help focus the editorial direction, making sure that the site produces content that’s in demand right now. “One of the things we’re good at is we know what people are searching for. As an example, the most popular search right now is ‘motorbikes under a grand’. So a feature about that will get a lot of traffic, and in the background we can build a load of data to use for clients going forward.

“We’ll also be able to boost press releases –the release will go on the site free, but we’ll say that for a couple of hundred quid, we can boost it on Facebook. We’ll push it as far as we can –you don’t have to; it will be on the site, but if you want that bit extra …”

For the moment, though, Day is flat-out working towards the soft launch of the new site. “We’re looking at having the site revamped in a design sense, with up-to-date content, and then we’re going to activate the social channels. Then we’ll put some advertising from our current clients on there and give it a good test, and then hopefully, by April, we can turn the screws a bit and get the data out for a hard launch. It’s going to be good, I’m excited about it. And we’ve got so much motorcycle data, we can put SuperBike in front of so many people very quickly.”

Digitally Charged

01157 860680

ben@digitally-charged.com

Digitally Charged owner Chris Day (left) and design director Scott Alldrick (above) have agreed plans for SuperBike’s future with a ‘soft launch’ going live this month

HEAD OF UK REQUIRED

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** A track record of sales experience an advantage although training will be provided**

19/21 St. Clair Street, Kirkcaldy KY1 2QF

A rare opportunity has arisen for an additional experienced Motorcycle Technician to join our Award-Winning Manufacture owned Kawasaki Dealership in Newbury, Berkshire.

Previous experience as a Motorcycle Technician/ Motorcycle Mechanic is essential to this role and you will need to possess an NVQ 3 or Equivalent in motorcycle maintenance.

RESPONSIBILITIES

• Understand and Adhere to Manufacturer Guidelines.

• Servicing Kawasaki Motorcycle along with other Brands

• Carry out Electronic Vehicle Health Checks.

• Be Conversant with Manufacturer Online Systems and Special Tools.

• Provide Written Diagnostics on Job Cards.

• Achieve Maximum Personal Efficiency along with accurate job completion

• Achieve Daily Sold Hours Target

The successful candidate will have the best working environment, highly experienced colleagues, and support to grow all the way. We encourage hard work, but fun is vital. As a team we share in our customers enthusiasm for the brand, with many of the team Their excitement is ours and we share our family culture at every opportunity. We encourage all ages and genders to apply.

A Generous Salary package depended on skills and Experience available £30-40K OTE.

BENEFITS

• 40 hour working week 5 days from 6 with Some Saturdays with day off in week

• 23 days holiday (plus bank holidays) rising with service

• Monthly and Yearly Bonus schemes

• Generous staff discount scheme after completing probation period

• Onsite Parking

• Optional Health Care scheme (benefit in kind deduction)

• Life Assurance (death in service benefit) 1 year salary

• Manufacturer training

• Being part of Kawasaki Family

New Wokingham outlet for Indian

Indian Motorcycle has extended its UK network, with a new official dealer in Wokingham, near Reading.

Rideworx Indian Motorcycle Reading opened on 26 January, bringing America’s first motorcycle brand to the area with full sales and aftersales facilities.

Ryan Leadbetter, director of Indian Motorcycle Reading said: “The whole team is super excited about joining the Indian Motorcycle network. For me, it’s the perfect fit. I love big cruisers, customs and the social side that makes riding them so enjoyable. Having started Rideworx from scratch eight years ago, it’s remarkable how it has grown. Becoming an Indian Motorcycle dealer is a significant milestone for everyone involved. We can’t wait to embrace the lifestyle, welcome everyone to our showroom and be an active part of the local scene as we set up our Riders Group in the

coming months.”

Andy Simpson, national sales manager at Indian Motorcycle UK, added: “We are always looking to make Indian Motorcycle more accessible to riders by opening showrooms that fill a gap in the network. Finding the right people who truly understand what Indian Motorcycle is all about is an essential part of developing a high quality, customer focussed dealer network. With Ryan and his staff, we have a team that is passionate about what it means to be an Indian Motorcycle owner, and visitors from the area will have a great experience at the dealership.”

The new Indian Motorcycle Reading showroom is at Unit 1, 125 Reading Road, Wokingham, RG41 1HD.

Indian Motorcycle Reading 01189 780089 www.indianmotorcycle-reading.co.uk

Jepson celebrates 130 years

KEEPING ANY BUSINESS

running for more than 100 years is an incredible achievement. Doing it in a niche area like number plates even more so. So, hats off to Jepson and Co, which is celebrating its 130 year anniversary.

The company was set up in 1894 as a sweet shop and tobacconist, before moving into the business of producing hand-painted registrations for the emerging pioneer cars and bikes, then on to pre-produced number plates. It’s the oldest number plate manufacturer in the world, supplying many UK bike dealers, and also distributes kits, machinery, printers and supplies to the trade, for the production of plates.

“When I reflect that our business has gone from a man simply handpainting numbers on the side of colliery wagons to a group with £20m turnover supplying a quarter of the AM100, it’s been a fantastic journey,” said Jepson & Co chairman Peter Jepson. www.jepsonandco.com

Ryan Leadbetter, director of Indian Motorcycle Reading

New MD for DF Capital

It’s all change at the top for dealer finance specialist DF Capital, which has announced the appointment of a new managing director for its Powersports division. Angela Goulding (pictured), who takes over less than a year after the firm had appointed Estelle McConnell to the role, joins DF from Wells Fargo where she was strategic relationships manager for the European marine business.

Harrison joins HEX team

Electronic diagnostic and Canbus tool specialists HEX Innovate, has added Wayne Harrison to the team, as its new senior marketing executive.

Harrison joins the firm with over three decades of international automotive experience, including Volkswagen and Audi, and for the past eight years he has led brand development and product marketing for Motohaus Powersports.

Harrison told us, “The HEX ezCAN and GS-911 products are at the very cutting edge of motorcycle diagnostics and accessory management. I look forward to working with the talented team of developers, distributors, and promoters, in current and new markets, to help share the benefits of these products with anyone who loves and uses a motorcycle.”

Goulding said, “It’s the perfect time to join DF Capital. The role not only aligns with my passion for the industry but also presents an exciting opportunity to contribute to the growth of a young and ambitious company. I am looking forward to developing the bank’s inventory finance offering and driving growth via both new and existing partnerships.”

Orwell employs customer

Grenville Krinks might sound like the cover name of a superhero in a Marvel movie but, no, the 63-year-old Kawasaki fan is the latest employee at Orwell Motorcycles. Krinks was a regular customer at the dealer, buying his Ninja 1000SX there during lockdown in 2020. And he’s now joined the parts, clothing and accessories team as storeman, with duties including managing stock and posting web orders.

Krinks has solid retail experience, having worked at a builders’ merchant where

he got to know Richard Paine, Orwell’s general manager. And he’s definitely enjoying his new role at Orwell. “I’m really impressed,” said Krinks. “It’s a good atmosphere here, it’s smart and it’s all about motorbikes. It’s a great place to be a customer and also to work.”

Paine said “He’s an absolute bike nut and a long-term customer here so, when the opportunity arose, he said what a brilliant way to spend his last four years of work. We’re going to revitalise our online shop and Grenville is a very major part of that process.”

iVendi signs Jones as VP

JANA JONES HAS BEEN NAMED senior vice president of sales, marketing and communications at automotive retail technology specialists iVendi. According to the firm, she’ll lead the company’s sales, marketing and customer excellence teams, developing and implementing commercial strategies based on its corporate goals and objectives, as well as becoming part of its executive leadership team.

Jones said: “I’ve thoroughly enjoyed being involved at iVendi over the last three years and am looking forward to helping the

company progress further in my new role. It’s a very exciting moment to be involved here, building both internationally and domestically on our previous successes.”

Darren Sinclair, chief commercial officer at iVendi, added: “Jana has made valuable contributions since joining our company and significantly advanced our marketing and commercial strategies. Her insights, including marketing expertise, commercial acumen and strategic vision, have been instrumental in our success.”

MotoNovo expands leadership team

MotoNovo Finance has appointed Chris Adams to the newly created position of director of pricing and portfolio performance. Adams joins MotoNovo from Lloyds Banking Group, where he worked for more than 20 years, most recently as head of pricing and performance for Black Horse. Prior to this, he was finance director at Black Horse from 2014 to 2019

and, before that , held a number of management roles across the wider banking group.

MotoNovo MD Richard Jones said, “I’m delighted to be welcoming Chris to our business. He will be a key member of my team as we deliver on our strategy to develop MotoNovo into a broad-based motor finance business that puts outstanding customer service at the heart of everything we do.”

Fresh faces for ACU trials series

FURTHER TO THE RETIREMENT last season of Brian Higgins as ACU TrialGB series manager, discussions have been taking place over the winter months around the future structure, management and organisation of the competition. As one of the premier domestic trials championships in the world, the ACU TrialGB series serves as an important feeder series for top athletes to compete in FIME and FIM international trials competitions.

Now, the ACU Trials and Enduro Committee has announced a new structure with the appointment of Barry Huskinson as TrialGB series manager and Sam Connor as TrialGB sporting manager. In the role of series manager, Barry will work closely with all of the various stakeholders in coordinating the promotional, commercial and organisational arrangements of the TrialGB Championship.

Huskinson has been around the trials scene for many years and is himself a very capable national rider. Alongside this, he has enjoyed a successful professional career as a sports performance coach, has freelanced in many trials-based mountain bike and motorcycle demonstrations, and also had a period working directly in the trials industry for OSET Bikes. He commented: “I find the direction the ACU has chosen to forge ahead for 2024 refreshing, and I do believe this new structure is an important step to better serve our trials community going forward. As part of these changes, I am delighted and honoured to have the opportunity to become the ACU TrialGB series manager for 2024.”

Mike Harrington

1947-2024

Mike Harrington, who ran one of London’s leading motorcycle businesses, HGB Motorcycles, Ruislip, Middlesex, for more than 50 years, died suddenly on 13 January. He was 77 years old.

A lifelong motorcycle enthusiast, Mike established HGB Motorcycles at just 20 years of age in 1967 with partners Tony Goodwin and Tony Barton (respectively adding the ‘G’ and ‘B’ to the company’s initials). Originally trading in British marques, the company became a sole Honda franchise in 1976, operating out of multiple premises in Harrow before settling in Ruislip Manor. In 1999, Mike expanded the enterprise by adding Daytona Motorcycles to the group.

Mike was always happiest being hands-on, and his favourite place to be was on the shop floor, interacting with customers. His

Sybil Riches

Sybil Riches died on 29 January; she was 96 years old. Sybil, the mother of Larry Riches, was a co-director of Lintek (Motorcycle Accessories Ltd), founded in 1974 by Larry and later sold in 1987 to Banro Industries.

Larry Riches writes: Sybil was born in Colchester in 1927 and, following several moves with her parents moved to Lincoln in 1939, where her father was responsible for building airfields during WW2. She met Bob her future husband, at the Saracens Head in High Street, Lincoln on a blind date. The Saracens Head is now an Ann Summers shop! They married in 1946 and in 1947 I arrived.

passion for motors extended beyond work, and in his younger years, he was a keen amateur rally driver and part of a motorcycle sidecar racing duo. A dedicated motorsports fan, he enjoyed attending the TT races, regularly attended BSB races, and seldom missed a MotoGP.

Mike is survived by his loving wife Brigid, his three children, Sarah, Paul and Ian and his four adoring grandchildren.

1928-2024

Hand Mam”. She ran the invoicing and administration department like a Trojan and knew almost every customer by their Christian name. Beware anyone who account was overdue! The reps would ask for a cheque and if the customer didn’t cough up, they would be told: “if you don’t pay, Sybil will be calling you. It’s your choice!” This usually elicited a cheque!

Mum worked as a secretary for several companies in Lincoln and then, following an NHS reorganisation (where she worked), she decided to retire, and as I had just started Lintek she said she would do two days a week to help with the paperwork. We all know where that went – she was soon clocking up 50/60 hours a week and became known in the motorcycle trade as Larry’s “Right

Her character has been described as formidable, a force of nature. She became a legend amongst the many friends the family made in the trade.

Sybil was also a legend with the computer support staff as she regularly wore out the enter key on her keypad!

During her retirement she kept in contact with friends in the trade through Christmas cards and telephone calls and was always talking about her “Lintek years and the friends she made” She passed away peacefully at 96 in her sleep with family and Dave “Diddy” and Barbara Dalton at her side.

All Saints Church, West Ashley, Lincs was packed with more than 200 well-wishers at her funeral on the 19 February.

BICKERS ONLINE HITS A DECADE

NATIONAL DISTRIBUTOR BICKERS IS celebrating a decade of its B2B online parts supply service. The system, which provides dealers with 24/7 online ordering, exclusive offers, easy searches, in-stock notifications and more, was launched back in January 2014, and has gone from strength to strength, achieving more than one million fitments last year.

D3O FOR DUNLOP AT TT

TT AND ROADS RACING LEGEND MICHAEL Dunlop has signed up for another season with D3O body armour. The Irishman will use the British firm’s soft protectors at the Isle of Man and other events throughout 2024. “You wouldn’t climb a mountain in flip-flops, so why would you ride a bike with anything other than D3O?” said the inimitable Dunlop.

MAG RAMPS UP

THE MOTORCYCLE ACTION GROUP (MAG) has announced two initiatives in its Fight Motorcycle Theft campaign. The riders’ rights group is encouraging riders to get involved in this May’s Police and Crime Commissioner elections, and the group itself is pressing candidates to make their views known on bike theft.

HUTCHIE RETURNS TO THE TT

SIXTEEN-TIME TT WINNER IAN HUTCHINSON IS set to compete on the Isle of Man this June, riding for the Padgett’s Milenco Honda team. The Yorkshire rider had to pull out last year after suffering a stroke, but has made a full recovery, and is ready to ride a CBR1000RR Fireblade in the Superbike, Senior and Superstock races, and a CBR600RR in the Supersport races. “I’m really pleased to be back with Clive and the team,” he said. “With injuries, then Covid, and missing last year, I don’t feel as though I’ve had a good run at the TT since 2017 and so it’s ideal to be with a team that can let me get the laps in, which is what I need.”

SUZUKI UNVEILS DEALS

SUZUKI’S BEEN DOING WELL OF LATE WITH its new parallel twin 800 models and the GSX-S1000GX flagship adventure tourer, and it’s also pushed hard with deals on older models such as the Hayabusa. For the start of the 2024 season, it’s giving £750 off the GSX-S1000, GT and GT+ models, as well as the GSX1300R Hayabusa, and is also offering finance deals of 4.9% on both PCP and HP agreements.

Wholesale changes as Reivers goes national

North West-based motorcycle wholesaler and parts and accessories distributor Reivers Wholesale has been sold, and the business and stock have been relocated to Pontyclun in South Wales. Nick Long, its new owner, has long term plans to offer Reiver’s service across the country.

Established by husband and wife team Nigel and Deborah Deardon in October 1992, Reivers has a long history of supplying northern dealers. For more than 30 years the company has represented many top workshop brands, including EBC brakes, Silkolene oils, DID chains, JT sprockets, Hi-Flo filters, Koyo bearings, NGK plugs, OptiMate chargers, VeeRubber tyres, Bike-It products and Yuasa batteries.

Now bowing out of the trade, Nigel Deardon said: “I would like to thank all the customers who have supported us, especially from the outset; too many to mention individually, but they know who they are! Also, all of our suppliers who were happy to have another distributor, even if it was way up in the frozen wasteland of the North.

“Two people, who back in 1992 were difficult to convince, were the late Eric Brooks, Silkolene sales manager, and Andy Freeman, boss of EBC. They both had doubts I could achieve results without stepping on other northern distributors’ toes, but eventually thanked me, because they both got extra business without any complaints.

“Now 70, I’m looking forward to the start of the 2024 race season with GP Originals and have just returned from the Aintree Club’s awards presentation night, having achieved two third places (open 500 and the Forgotten Era 500) in the 2023 Ace of Aintree championships with my 43 year old TZ350 Yamaha – never say never, and just get on with it!”

New owner Nick Long, who has a degree in motorcycle engineering, believes there is a gap in the market for the smaller wholesaler and plans to offer Reivers’ regional service levels, but on a national scale. Although a digital dealer portal will be launched later in 2024, Long insists there is still a place for good old-fashioned, knowledgeable customer service, where dealers can speak to a person

rather than an AI chatbot. “With most of the small, regional wholesalers being snapped up by big foreign companies and investors, it leaves the choice for dealers at an all-time low. Historically, dealers had a range of distributors to source from, all representing different brands and with their own unique selling points. These days, you can count the number of parts distributors on one hand. So many acquisitions have taken place within the industry over the last two or three years, and the effect that has had on product and brand consolidation is massive. The end result means dealers and consumers have less choice, prices rise, and some great brands end up being mothballed.”

Reivers will carry on representing all the brands it used to and national next-day delivery will be part of the new service. “All the stock has been moved to our South Wales warehouse, so we are ready to go!” said Long.

Reivers 01697 343 240 sales@reiverswholesale.co.ukhis

Nick Long, Reivers Wholesales’ new owner

Former Reivers boss Nigel Dearden is looking forward to running his 1980 TZ350G in the 2024 GP Originals series having sold the business on to Nick Long in South Wales

Northern Harley dealers go bust

THE RELATED CHESTER HARLEY-DAVIDSON AND MANCHESTER

Harley-Davidson dealerships, along with Chester KTM, have ceased operations with immediate effect after their collapse into administration. All 30 staff have been made redundant. Kerry Bailey and Mark Thornton, of insolvency practitioners BDO, were appointed as joint administrators of the parent businesses, Brookbrough Trading Company and Brookbrough Holdings, on 2 February this year.

In a statement, BDO’s Kerry Bailey said: “Following a difficult trading period over the past 12 months, the directors had been exploring a sale. However, as this was not possible, they were left with no choice but to place the company into administration. The administrators will assist affected employees in relation to their statutory redundancy rights and will work to realise assets for the benefit of creditors.”

Dealer principal Kirk Herbert, well-known in motorcycle trade circles across the region, originally brought the Harley-Davidson name back to Manchester after the closure of a dealership in Stockport in 2011.

SuperBike Factory correction

In our January issue, we reported that SuperBike Factory (SBF) had been acquired by Livingbridge EP, as though it was current news, instead of news originating in 2017.

SPF, which claims to be the largest motorcycle retailer in Europe, boasting locations in Macclesfield, Donington Park, Bradford, Milton Keynes, and Bristol, says it remains on a strong upward trajectory with a workforce surpassing 300 employees and an extensive inventory of more than 3000 high-quality used motorbikes. Its recent victory at the North Cheshire Business of the Year Awards underlined its success.

In 2022, the company launched the SBF Academy in collaboration with Nottingham College, introducing an apprenticeship program aimed at nurturing the technicians of the future. This initiative addresses the industry’s shortage of skilled technical labour, with apprentices expected to complement seasoned specialists, boasting a combined experience of more than 500 years.

NEXT ISSUE: Exclusive coverage of the latest developments at SuperBike Factory

Paul Coulter, SBF marketing director, told BDN, “SuperBike Factory’s unparalleled expertise is demonstrated through a meticulous 120-point quality inspection on each motorbike, reinforcing its commitment to offering customers a no-quibble 30-day money-back guarantee. The company’s dedication to quality and service has not gone unnoticed, and is reflected in a TrustPilot score of 4.9, compared to the industry average of just 3.4, earning it an ‘excellent’ rating. Looking forward to 2024, SuperBike Factory has ambitious expansion plans, including more showrooms to support further growth. The outlook appears exceedingly promising, underscored by our unwavering commitment to delivering top-notch motorbikes and services,” said Coulter.

SHORT CUTS

FUNDRAISER FOR TATAY

HELMET FIRM LS2 HAS SET UP A FUNDRAISING campaign to help one of its sponsored riders, Carlos Tatay, who suffered a serious spinal injury accident at the Portimão Moto2 race last July. The 20-year-old is reportedly struggling to pay hospital rehabilitation bills, amidst a battle over insurance coverage. Fans can help directly at the LS2 GoFundMe page: www.gofundme. com/f/37is4b9izc

CARL FOGARTY’S ONLINE SHOW

HE WAS WSBK CHAMPION SEVEN TIMES, and crowned king of the jungle once, after winning I’m A Celebrity, Get Me Out Of Here. And now Carl Fogarty is starring in a new 13-part docu-reality series. Bike Club is showing on digital streaming platform MeeTV, and shows Carl and wife Michaela at home in Lancashire. You can watch the series now at www.meetv.net

SHAD EXTENDS WSBK DEAL

PREMIUM SPANISH LUGGAGE MAKER SHAD has signed up to continue its sponsorship of World Superbikes this season. The deal will see the firm’s logos displayed trackside, as well as promotional stands within the paddock. No sign of handicapping top boxes and panniers being fitted to Bautista’s Ducati just yet – but never say never!

WOOD COLLECTION AUCTION BONHAMS AUCTIONEERS HAS ANNOUNCED a sale of more than 40 classic bikes from the late Clive Wood’s collection. Wood was a prominent Teesside businessman, and an avid collector of British classics. Bikes on offer from the collection include a 1931 Matchless Silver Hawk and a 1953 Ariel Square Four, amongst another 100 bikes at the spring sale. The auction takes place at the Stafford Classic Motorcycle show on April 20-21. www.bonhams.com

Houthis add costs and time to shipping

Shipping in the Red and Arabian Seas is under attack from Houthi rebels, and unless it stops soon, economies that seem to be turning marginally for the better could see their position worsen through rising prices.

As background, Houthis operating out of Yemen emerged in the 1990s as a cultural revivalist movement for the Zaydi sect of Islam, which, as of 2022, was practiced by approximately 35% of the Yemeni population; they became frustrated with the growing prominence of SaudiArabian Salafi Islam in the country which they felt, repressed their cultural and religious heritage.

In November 2009, they crossed into Saudi Arabia amid a rebellion against Yemen’s government. The Saudis and UAE launched airstrikes in 2015 against Houthi targets in Yemen. Tensions rose further in 2017 when a Houthi rocket landed near the airport in the Saudi capital, Riyadh, and the Saudis claimed it was an Iranian missile. More attacks followed in 2022 and beyond.

The Houthi conflict with the Saudi-backed Yemeni government has seen the rebels become closely allied with Iran, from whom they receive support. Nevertheless, they have their own locally defined interests and, in particular, support the Palestinian cause. In attacking what they believe are Israeli-related ships, they hope to expand backing for their own situation while also sabotaging the Saudi-Israel normalisation of relations.

The Suez Canal and the Red Sea are key transit routes for shippers seeking to save on time, fuel, and expense when moving goods;

they are the only waterways allowing direct passage between Europe and Asia. Roughly $1tn of goods, products and natural resources pass through the Red Sea and Suez Canal each year, accounting for about 15% of global sea trade. Around 80% of all global trade by volume travels by sea, or about 50% by value.

Both the Houthis and Iranians know this and are using it to their advantage. The alternative,

Sailing around the coast of Africa adds 1021 days and big extra costs

sailing around the coast of Africa, can add anywhere from ten days to three weeks, and 6000 miles, to the journey, along with hundreds of thousands of pounds in costs. Indeed, the price of sending a standard container of goods from China to northern Europe has spiked from about $2000 to more than $5250.

For Iran, the situation gives them a disruptive role without directly firing a single shot as the Houthis do their dirty work by proxy. For shippers and the Western military, it’s a headache.

Shipping is avoiding the Suez and the Red Sea, and cargo volume through both is now at half its previous level. War risk insurance prices have risen and are now at 1% of the ship’s value, up from

0.7% previously, with rates likely to move higher still. The risk of attack is particularly high for vessels registered in the UK and the US, including dependent flags, as well as those connected to Australia, the Netherlands, Bahrain and Canada.

The matter is being made worse by rising fees for transiting the Suez Canal that rose by up to 15% from 15 January, with the highest increases for, among other things, container ships and oil tankers.

Western navies, primarily the US and UK at present, have a problem. The Houthis aren’t backing down in the face of multiple strikes by the West against key targets. Further, they know that cost is on their side. Each of their explosive drones costs them around £16,000. In comparison, a single Sea Viper missile used to shoot drones down is in the region of £1m.

The Saudis want to extricate themselves from their activity in Yemen’s civil war – especially as some of the Saudi population sides with the Houthis. Beyond that, it’s neither practical nor economic for the West to keep up its activity ad infinitum. If the situation doesn’t de-escalate, more targeted action against the Houthis by the West is likely, and Western economies will see higher inflation and delays in goods.

VIRCOS LEATHERS REBRAND

DUTCH KIT MAKER REV’IT! HAS REBRANDED the Vircos bespoke leather suit manufacturer it bought in 2022. The Italian race suit specialist operation will in the future be called Rev’It! Tailortech, which is presumably as much of a mouthful in Dutch or Italian as it is in English. Syllable overload aside, the new brand will give the firm a new line of high-quality madeto-measure leather suits for riders on track and road. The firm has also opened a new HQ in Marostica in Italy. More info: www.tailortech.revitsport.com.

JOHNSTON BACK AT IOM IN 2024

LEE JOHNSTON HAS ADDED HIS NAME TO THE list of legends riding at the 2024 Isle of Man TT. The Ulsterman missed last year’s event after crashing at the NW200, but will be back in action for the Ashcourt Racing team on a Honda Fireblade for the big bike races and an Aprilia RS660 for the Supertwin rounds. “It’s never good to miss a year at the TT,” said Johnston, “But even more so when the weather was as good as it was last year. The amount of track time and the sheer number of laps completed saw the game move on considerably. You’ve got to do 130mph+ now to win a Supersport race which is unreal. This will be somewhat of a rebuilding year, but I can’t wait to get back on my bike at the TT”

ELK SEASON STARTS SOON

NO, NOT BAGGING GIANT DEER, BUT bagging classic bike bargains. Bike show firm Elk Promotions is kicking off its own season of classic bike shows on 24 March at Ardingley near Gatwick Airport. Now in its 18th year, the show will cover two acres of the South of England showground with bike jumbles, trade stands, club displays, food and drink, and lots to see. More info: www.elkpromotions.co.uk

NEW STANDARDS FOR 2025 TT

THE ACU HAS ANNOUNCED A NEW INITIATIVE TO raise physical and mental health standards even higher for riders from 2025. The proposed scheme will apply a series of sport science and medical tests to riders, and there will be a new medical assessment at the TT before qualifying begins. The ACU is also enhancing the on-site medical facilities during the races, including a new Rider Welfare Centre. The programme will begin gathering data at the 2024 event from selected volunteer riders.

NATIONAL MOTORCYCLE MUSEUM

THE NMM’S ANNUAL LIVE EVENT IS TAKING place on the weekend of 26-27 October this year and promises to be a cracker. 2024 marks the Museum’s 40th anniversary and it’ll be celebrating with Henry Cole, Allen Millyard and other biking celebs, as well as loads of bike experts, a trade stall area, food, drink, free museum entry, and more. Save the dates and find more info here: www.thenmm.co.uk

Suzuki celebrates

It’s dealer conference season, which means it’s also dealer awards season. And Suzuki’s been handing out its own gongs, with a much healthier atmosphere around the brand, thanks to improved products and strong sales.

The black-tie event took place at the De Vere Cranage Estate in Crewe, where the Japanese brand marked a slew of impressive achievements, including a total of 170 years of long-service awards.

Highlights included Cornish dealer Anton Parris Motorcycles of Camborne, which was celebrated with a Lifetime Achievement Award, and John W. Groombridge Motorcycles of Heathfield, East Sussex, which was honoured with a 60-Year Service Award. Streetbike in Halesowen chalked up a 40-Year Service Award, as did Marriott Motorcycles in Birkenhead. A&D Motorcycles, Jason Griffiths Motorcycles, and Damerells Motorcycles have all

notched up a decade of Suzuki operations.

Streetbike also picked up an award as Aftersales Dealer of the Year, Haslemere Motorcycles collected the Customer Experience Dealer of the Year gong, Cupar Motorcycles was crowned Sales Dealer of the Year, and Crescent Motorcycles was awarded the

coveted Dealer of the Year title.

The celebrations culminated with a charity auction, during which a total of £1850 was raised for the Suzuki-supported Wet Wheels Foundation, a charity that provides the opportunity for disabled people to access the

Nexx step for Motohaus

MOTOHAUS POWERSPORTS HAS taken on a new line of helmets. The Hampshire-based firm has inked a deal to sell Nexx helmets in the UK starting in March, giving the European-manufactured lids a more prominent presence in the market.

Nexx has a wide range of premium lids, including full and open-face designs, aimed at track, road, touring and urban use. There’s also a new adventure helmet model, the X.WED3, which is a two-in-one product that easily converts from road to off-road style without tools, priced at £329.99 or £509.99 in full carbon.

Nexx’s USP is that it makes all its lids in-house in Europe. A factory in Portugal designs, develops and produces all the helmets, which the firm claims offers better quality

control, R&D timescales and reduced logistical impacts.

Nexx will join other premium brands sold by Motohaus, including Keis heated riding kit, SW-Motech luggage and accessories, Sena communications equipment and Venture luggage. Motohaus is also launching a full warranty, spares and tech support operation to back up the Nexx line in dealers’ showrooms.

Motohaus MD Martin King is enthusiastic about the new addition to the firm's portfolio; “Nexx is a perfect fit for Motohaus – a premium helmet brand that is made in Europe. Having visited the factory in Portugal, it’s clear that they’ve invested heavily in design and technology to create a worldclass product. We’ll be carrying extensive stock to ensure the UK

sea in a safe, stimulating and rewarding way on board specially built, fully-accessible powerboats.

Suzuki GB head of motorcycles, Jonathan Martin, said, “After four busy years of new model introductions – beginning with the likes of the third generation Hayabusa and GSX-S1000GT in 2021, through to the launch of the new-for-2024 GSX-8R and GSXS1000GX, it was great to come together as one team with our dealer network and reflect on these events and our shared successes, while also looking ahead to our future direction and goals. The evening gave us the chance to look back, too, in some cases more than 60 years. There is a wealth of knowledge and experience within our dealer network that cannot be rivalled, and it was great to be able to honour those long-standing ambassadors of the Suzuki brand. Topping it off by raising a considerable sum of money to support our chosen charity capped an incredible event.”

dealer network gets a first-rate service. We’re really excited about the year ahead!”

Motohaus Powersports 01256 704909; www.nexx-helmet.co.uk; www.motohaus.com

Anton Parris Motorcycles receives Suzuki’s Lifetime Achievement Award

The Nexx X.WED3 converts from full-face to adventure style thanks to its tool-free peak

Outbound Automotive expands dealer management services

Automotive telemarketing and communications specialist Outbound Automotive has launched a new video and content marketing service for 2024. The firm, set up by founder Nick Murton in 2021, has been steadily growing, providing professional outbound telephone services for motorcycle, car, truck and commercial dealerships.

The firm’s dealer support services cover all sales, service and parts department functions ranging from following up overdue enquiries and leads to service plans, MOT reminders or finance agreements that are due to expire. Outbound also assists with new product launches, targeted marketing campaigns or any other bespoke outbound telephone call requirement.

The firm is also expanding by introducing a new video

and content marketing service that will allow customers to have their own bespoke, highquality video produced at their premises, which can be used to showcase their business on social media platforms and for general marketing purposes.

Murton explains the business’s backstory: “I spent many years in dealership environments, and although I enjoyed the job immensely, one thing which stuck with me was the number of enquiries that come through the door and over the telephone. Over time, it was not easy to keep on top of every enquiry across multiple departments. That’s why I set up Outbound Automotive to ensure dealerships throughout the country have access to our professional outbound services. We can follow up on all of the overdue leads and enquiries your staff may not get the

time to do, resulting in extra business.

“Also coming in the next few months is another service: video and content marketing. My colleague, Will, has a mass of experience in this field, and although outbound calling will remain our core operation, this will be a further exciting service to offer our customers.”

Outbound Automotive

0330 333 8338

contact@outboundautomotive.co.uk

www.outboundautomotive.co.uk

MotoNovo expands finance service

DEALER FINANCE SPECIALIST

MotoNovo is making its Supplier Direct Funding scheme available throughout the UK. The stock funding scheme includes digital stocking functions that save time and staff costs, as well as direct links with auction partners. Funding for the service grew by 43% in 2023 and is now more than £100m.

MotoNovo director of motor sales operations, Chris Rowthorn, said: “In designing Supplier Direct Funding, we had a clear vision to take time and money out of the traditional used stock funding process. The time required to load stock onto the stocking platform and stock auditing are just two of the repeatable tasks we have been able to remove or reduce by automating much of the process.”

www.motonovofinance.com

Outbound Automotive founder Nick Murton

Where were the Tories at the MCIA conference?

The Motor Cycle Industry Association (MCIA) held its annual Industry Conference in January. The event at the National Motorcycle Museum was a much bigger affair than before and was the second in its new format after the association moved away from the more intimate event held at the Motorcycle Live show. The 2024 conference welcomed more than 200 attendees from across the industry, who saw presentations from politicians, economists and trade experts, as well as valuable insights into training, AI and online selling.

The event started with a welcome from the current chairman of the MCIA, Honda’s head of motorcycling, Neil Fletcher, before heading straight into the political arena – appropriate in this UK general election year. Heading the bill of speakers were two Conservative MPs – Anthony Browne, the MP for South Cambridgeshire and under-secretary of state for transport, and Ian Stewart, the MP for Milton Keynes South and transport select committee chair. Sadly, though, neither had seen fit to actually turn up in person, sending a brace of minimal-effort video presentations instead, which played 1984-style on the big screen. The reaction in the auditorium felt somewhat disdainful at the lack of personal attendance from anyone in government. The presentations offered nothing in terms of concrete proposals for anything in terms of motorcycle industry aid, improvements

to licencing rules, or even any hints about decarbonisation for powered two wheelers.

By contrast, and perhaps unsurprisingly considering the current state of the opinion polls, there were two Labour MPs, both of whom turned up in person and gave speeches. Fabian Hamilton, transport select committee member and MP for Leeds North East, was the highlight, with stories of his Honda CB1000R, his conversion to motorcycling later

We’ll see a 1.6% increase to 115,400 bikes registered overall this year

Tony Campbell, MCIA CEO

on in life, and clear enthusiasm for powered two-wheelers. Hamilton certainly seems like a politician who would be willing to get in and fight for the bike industry.

The second Labour MP was Sarah Jones, the member for Croydon Central and shadow

minister for industry and decarbonisation. Jones gave a speech heavy on positivity but almost as devoid of motorcyclespecific pledges as the Tory talking heads on the screen earlier. Indeed, her speech on what a possible future Labour government might offer the bike trade could have applied to any number of other sectors – you could have swapped motorcycling for “car manufacture”, “shipbuilding”, “retail” or “steel production” and the speech would have worked just as well in those industries’ conferences. The promises of a long-term plan, stable politics, fiscal responsibility, industrial strategy, energy prices, giga-factories and consumer confidence would be familiar to anyone listening to any speech made by any Labour shadow minister over the past couple of years. Jones hit out at the current government for its tardy approach to the petrol phase-out date for bikes – but gave no sign of what her party would do instead. Watch this space to see if things improve after the election (but don’t hold your breath).

After the politics came a pair of presentations that looked to be drier than the Yemeni desert from economist, Jeremy Leonard of

Dr Anna Jerzewska,

Borders. Leonard’s presentation was surprisingly upbeat, with a positive analysis of the potential upsides for the UK and global economy in 2024. He even brushed aside concerns about the Houthi-launched missiles raining down on container ships from those Yemeni sands, suggesting that the situation in the Red Sea is unlikely to increase inflationary costs by more than a few per cent across the economy – although supply chains might see some disruptions in terms of delivery times.

Leonard pointed out that the headwinds of higher interest rates are still impacting the economy. On the upside, forecasts seem to suggest that inflation will continue to come down, bringing lower interest rates, and oil prices are also set to decline thanks to strong supply and weaker demand. A more pessimistic view was taken of wage growth, with what increases there are in discretionary spending being eroded by the “bracket creep” of the income tax threshold freeze put in place by the current government post-Covid.

Canadian economist Leonard finished with a dispassionate statement about the impact of Brexit: since 2022, UK growth has lagged that of other G7 nations, and the expected GDP gap between the UK and the rest of G7 will reach about 4% by the end of 2026, thanks to the trade barriers brought about by leaving the EU.

Dr Jerzewska also looked at the impacts of Brexit, with a fairly deep dive into customs duties, the

Oxford Economics, and an international trade specialist,

of Trade and

Tony Campbell, MCIA CEO

Alan Dowds looks for the missing link!

Fabian Hamilton, Labour MP for Leeds North East and transport select committee member

latest UK trade agreements with Australia, New Zealand, Singapore and Japan, as well as roll-over legacy agreements brought over from EU deals. Dr Jerzewska stressed the importance of “rules of origin” classifications and the need for importers and exporters to have specialist knowledge on board to get the best possible tariff rates. She also warned about mistakes: if tariff claims are incorrect, duties will be due for up to three years back, and firms can suffer massive losses.

After a networking lunch, the

conference kicked off again with a look at the 2023 registration figures led by MCIA CEO Tony Campbell. BDN has looked at these figures, so we already know about the 2.5% drop in overall registrations and the poor performance of battery electric products, which were down 37.8%. What was new was the MCIA prediction for 2024 – the association reckons we’ll see a 1.6% increase to 115,400 bikes registered overall this year, thanks to a stronger economy and a continued return to preCovid performance. We’ll see how good that prediction is in 12 months’ time!

The final part of the day was handed over to a mixture of solid real-world industry issues, like online bike retailing, apprenticeships and training, and the more esoteric subject of artificial intelligence. Matthew Atherton, sales director at Auto Trader, looked at how the landscape has changed – and continues to evolve – for online bike sellers and outlined one new model: “Digital journeys with physical retailing” was the catchphrase, with the suggestion that almost everyone carries out buying research online –but they also all end up visiting

a dealership in person when actually purchasing. Interestingly, he showed research that suggests the majority of buyers also still use dealership financing deals.

David Higham, head of growth and innovation at Nottingham College’s EMTEC automotive training centre, spoke about apprenticeship provision and how it can help the trade bring in new trained staff. He stressed that apprenticeships aren’t just for young people – and outlined the various claimed benefits, including lower staff turnover, higher staff morale, improved productivity and matching staff skills to those you need as a business.

The discussion on artificial intelligence felt like a bit of fun, with speaker Justin Cooke of BridgeLT covering basics of ChatGPT and generative AI, such as the Midjourney image creator, plus case studies from HarleyDavidson and Yamaha. He outlined some of the opportunities and challenges and pointed out that many of the future jobs in the AI business don’t yet exist – indeed, nearly 70% of ‘jobs on the rise’ on LinkedIn didn’t exist 20 years ago. He finished with a pithy quote from Professor Richard Baldwin at the Geneva Graduate Institute: “AI won’t take your job. Somebody using AI will.” Thought-provoking stuff.

After the event, and summing up, MCIA CEO Tony Campbell said: “More than 200 guests joined us at the second running of the MCIA Industry Conference; the event was very well received as it covered the key topics affecting our sector both now and in the future. We plan to run this event annually and will constantly review the format to ensure it remains relevant and informative to all our members, politicians and invited guests.”

Dr Anna Jerzewska, international trade specialist

David Higham, head of growth and innovation, Nottingham College EMTEC automotive training centre

With financial editor Roger Willis

Japanese Q3 split

HONDA: ON TARGET

Honda’s enormous motorcycle business is ahead on monetary targets but still playing “catchup” on sales volume forecasts. Revenue was 7.1% up to £12.547bn. Operating profit increased by 9.3% to £2.189bn, with an operating margin gain to 17.5% from 17.1%. But worldwide wholesale shipments were 2.3% down to 13.961 million units.

Developed markets were healthy, though. Unit sales in Europe staged a strong recovery, 45.3% up to 324,000. North America grew by 10.3% to 374,000. Japanese domestic sales added a modest 1.1% to 181,000.

However, Asian performance fell by 3.5% to 11.884 million and other emerging regions were 2.9% down to 1.198 million, despite a 9% rise in output to 908,000 bikes from Honda’s Manaus production hub in Brazil. Primary culprit was an economic slowdown in Vietnam, where sales slumped by 18.7% to 1.576 million. Best show came from the Astra Honda joint venture in Indonesia, responsible for 13.2% growth to 3.445 million. Honda’s wholly-owned HMSI Indian subsidiary put on 1.6% to 3.376 million and its hub in Thailand contributed a 1.4% rise to 1.079 million.

Nine months of the way through their current fiscal years, which will end on 31 March 2024, the fortunes of the Honda, Kawasaki and Suzuki motorcycle operations display wide differences. But a common denominator is static or weakening unit sales, mainly driven by adverse geopolitical and economic factors in Asia

Full-year unit sales forecasts tell a slightly different story. Overall global sales are expected to increase marginally by 0.2% to 18.8 million. Some 15.965 million of these will come from Asia, an upwards revision of

to the results statement claims Honda will have more than ten battery-electric models by 2025 and approximately 30 by 2030. The company’s commitment to a hydrogen-fuelled future appears to have vanished.

The company’s commitment to a hydrogen-fuelled future appears to have vanished

20,000. North American sales have also been revised positively to 505,000. European headcount revision is in the opposite direction, down from a 465,000 estimate to 460,000. Japan gets similar treatment, dropping from 255,000 to 245,000, as do other regions, losing 10,000 units to 1.625 million.

A somewhat disturbing electrification update tacked on

KAWASAKI: ANOTHER FINE MESS

The powersports and engine division of Kawasaki Heavy Industries looks like a copybook example of corporate incompetence, after a strong twoyear financial recovery from the Covid pandemic.

A 2.2% turnover decline to £2.146bn doesn’t sound that serious, until it’s set alongside three-quarterly operating profit,

which plunged by 40.4% to £169.8m. Kawasaki blamed this sorry state of affairs on a £108.8m loss owing to “change in product mix and other factors” and then a further £64.2m reversal attributed to “change in selling, general and administrative expenses”. Operating margin, incidentally, dived from 13% to 7.9%. The sordid details are not enthralling.

Revenue generated by motorcycle shipments to developed markets worldwide was 2.6% down to £721.2m. But wholesale volume supplied to those destinations was 16.6% lower at 131,000 units. Europe topped the pile, 10.5% up to 42,000, although European performance was tempered by apparently still-recovering supply capacity. Domestic sales to dealers in Japan was the only other source of growth, thanks to a 15% rise to 23,000. US sales dropped by 34.6% to 53,000. Canada was 37.5% in arrears at 5000. Australia fell by 25% to 6000.

Revenue from motorcycles destined for emerging countries was considerably worse, sinking by 14.2% to £391.1m. And total wholesale volume plummeted by 32.4% to 161,000 units. The Philippines suffered most

volumetrically, 34.8% down to 103,000. Indonesia fell by 36.4% to 21,000. China retreated by 20% to 16,000. Numbers in Brazil, Thailand and elsewhere were so low as to be not worth counting.

In both contexts, supply-chain risks figured, with a “continued impact on production due to shortage of parts” – the only Japanese manufacturer now hiding behind this tired Covidera excuse. In addition, turnover from general-purpose petrol engines had tanked too, falling by 14.3% to £342.8m.

What should have been a saving grace aimed primarily at the US market followed – but wasn’t. Revenue from fourwheeled utility and recreational ORVs, ATVs and personal watercraft had indeed grown by 15.2% to £689.4m. However, a relevant qualification to the results statement surfaced, spoiling this party.

This referred to: “A received notice from the US Consumer Product Safety Commission, to impose fines in connection with a recall of certain models of off-road fourwheeler.” We also learnt that “recall-related expenses” had already impinged upon Q3 profitability and the Q4 profit forecast would be revised down. Older readers may remember an expensive early-90s Kawasaki iced-up motorcycle carburettors recall, involving mountains of replacement parts. Maybe this one features refrigerated EFI on four wheels? No actual details were made available.

lower to £249.4m, with operating margin sinking to 8%. A final countdown at the end of March may be more severe.

SUZUKI: WINNERS AND LOSERS

Suzuki’s refreshed motorcycle range for European markets seems to be paying off handsomely. However, performance elsewhere was mixed. Global revenue for the Suzuki motorcycle business grew by 5.9% to £1.433bn. Sector operating profit was 16.6% up to £143m. Turnover highlights were a 16.7% increase to £175.9m in Europe and a 30.8% improvement to £463.6m in India. Asian revenue as a whole, including India, only rose by 7.9% to £720.5m. North American turnover declined by 6.1% to £190.9m.

Worldwide bike sales volume for the brand was just 1.7% higher at 1.445 million units. In the developed world, Europe led the field, 27.9% up to 28,000.

Suzuki turnover highlights were a 16.7% increase to £175.9m in Europe and a 30.8% improvement to £463.6m in India

North America fell by 9.7% to 23,000. Japanese domestic sales were 10.3% down to 30,000. India was the emerging markets star, with sales climbing by 19.7% to 657,000.

Excluding Indian success, the rest of Asia slumped by 11.7% to 550,000. Within that, China fell by 6.1% to 316,000 and the Phillipines dropped by 17.3% to 125,000. Elsewhere, Latin America was 6.2% down on 140,000.

So full-year forecast amendments were a thorough mess. Although the reduction in annualised turnover was negligible, a mere 0.2% to £3.131bn, profits became harder to find. An original deeply pessimistic estimate made at the end of Q1, predicting a 30.1% operating profit decline to £265.3m, with operating margin down from 12.1% to 8.5%, had been adjusted in November when the ORV recall issues became egregious. The current forecast now has operating profit 34.3%

During the three quarters, total motorcycle production volume virtually flatlined, only 0.9% up to 1.432 million units. Indian manufacturing increased by 27.9% to 719,000. The rest of Asia accounted for a 17.5% reduction to 571,000. Domestic Japanese production sank by 4.8% to 79,000. A further 2000 machines were assembled in North America.

Latest full-year forecasts predict a 2.5% production decline to 1.867 million units, versus 1.7% sales volume growth to 1.899 million. Asian markets should be responsible for 1.584 million of those, 3.1% up. North America and Japan will incur modest losses, while Europe should be 25.8% up to 39,000.

TOP RATED TOP RATED TOP RATED

Good, bad and ugly

YAMAHA: THE GOOD

Yamaha’s motorcycle business has prospered mightily since the pandemic and, according to impressive full-year 2023 results, overcome virtually all obstacles – apart from those of its own making.

Twelve-monthly revenue boasted a 9% rise to £7.453bn. Asia was the biggest contributor, 7.4% up to £4.452bn. Developed markets together put on 9.7% to £1.875bn. Within major players, Europe led the way, adding 14.4% to £1.15bn. North American turnover grew by 22.1% to £400.1m. Japan fell by 19.3% to £236.2m. Latin America and other regions combined were responsible for a 14.6% increase to £1.126bn.

Associated overall operating profit climbed by 44.3% to £646.8m. Operating margin improved from 6.6% to 8.7%.

Yamaha repeated a previous revelation made earlier in its fiscal year too, that passing on prices (ie inflation) to end-users had led to higher net sales and profits. Well fancy that! A lesson learned.

Global motorcycle unit sales volume was just 1.1% up to 4.827 million. Asia was 1.5% higher at 3.883 million, thanks to strong demand in Indonesia and India. However, Asian volume was constrained by economic downturns in Vietnam, China and Thailand, although premiumspec bikes mitigated financial impact in some emerging markets. European volume grew by 5% to 209,000. North America was 11.7% up to 76,000, while Japanese domestic sales declined by 20% to 76,000. Volume in other unspecified regions was flat, retreating by 0.5% to 583,000.

In its 2024 forecasts, Yamaha promises much of the same. Annual revenue is expected

The first three motorcycle industry candidates armed with full-year 2023 results data have formed an orderly queue – Yamaha, Harley-Davidson and Pierer Mobility – ready for adulation or otherwise. Performance differences are stark

to grow by 6.5% to £7.939bn. Asia should advance by 4.1% to £4.636bn. Developed markets will hopefully creep upwards by 2.5% to £1.921bn. Latin America and those pesky other regions are scheduled to roar ahead by 22.7% to £1.381bn. Worldwide unit sales volume is anticipated to put on 2.9% to 4.966 million. But then there’s a sting in the tail.

revenue by 16.2% to £752.5m, neatly bridging the gap.

HDMC operating profit copped a 2.4% decline to £521.6m. Then a £92.1m operating loss from Harley’s stumbling LiveWire electric bike subsidiary had to be factored in. And HDFS operating profit unfortunately plunged by 26.1% to £185.2m. Higher interest rate expenses and an

In its 2024 forecasts, Yamaha promises much of the same. Annual revenue is expected to grow by 6.5% to £7.939bn

Full-year operating profit is set to fall by 5.9% to £608.7m, on the back of substantially greater sales promotion costs. Here’s betting beancounters at Yamaha Motor’s Iwata HQ make that menace disappear before next December.

HARLEY-DAVIDSON: THE BAD

Harley-Davidson’s gradual downward trend seems unstoppable, as yet another scratchy full-year result evidenced. At a glance, Harley-Davidson consolidated net revenue for 2023 was narrowly positive, 1.6% up to £4.576bn. But the main HDMC entity producing motorcycles and related parts, accessories, etc, was actually 0.9% down year-on-year at £3.824bn. However, Harley’s HDFS consumer credit and dealer inventory funding arm grew its

abruptly increased provision for credit losses, relating to the currently abysmal macroeconomic environment, took the blame for putting a spanner in its money-lending works. Eventual combined operating profit finished 14.3% down on £614.3m. Finally, net profit was 4.7% in arrears to £557.3m. A satisfactory outcome? Probably not.

As for wholesale shipments to dealers worldwide during the 12 months in question, output slumped by 7% to 179,984 motorcycles. “Grand American Touring” models, including new CVO kit, was 3.2% up to 92,683. “Cruiser” grew too, rising by 8.4% to 63,945. “Sport and Lightweight” took a 46.2% dive to 18,228. And “Adventure Touring”, represented by the solitary Pan America, more

than halved to just 5128 bikes shipped. Separately, LiveWire electric shipments rose by 10.6% to 660 machines as the new Del Mar middle-weight arrived.

Harley’s global retail sales declined in almost every market during 2023. US domestic volume fell by 9.8% to 98,468 units. Canada was 6.3% down to 7422. The EMEA region (mainly Europe) went backwards by 11.5% to 27,005. Asia Pacific had a 3.4% retreat to 26,953. Latin America enjoyed the dubious stardom of adding just one more bike, taking its tally to 2923.

Exercising his right to address investors with the longest sentence to match his longest corporate title, Harley-Davidson chairman, president and chief executive officer Jochen Zeitz said: “In the third year of our Hardwire strategic

markets, in which Pierer had been heavily involved, leading to an exit from the former and restructuring for the latter.

Combined consequences of these events were a 32% decline in Pierer Mobility’s annual operating profit to £136.6m and overall operating margin falling to 6%. The motorcycle segment maintained a margin of about 9%, though. Pre-tax profit dived by a savage 57.3% to £78.6m. Net earnings have yet to be defined in fully audited results.

On a brighter note, Pierer’s wholly-owned motorcycle brand sales comprised 280,206 KTM products, 67,462 from Husqvarna and 29,532 from GasGas. In addition, its European distribution network also sold 1852 MV Agusta machines and 2503 from Chinese partner CFMoto.

In order to recover profitability, the group will implement significant cost-cutting measures

plan, we have made progress in key elements, focusing on our most profitable products and markets, which we believe will continue to yield benefits to the business and have set us up for long-term value creation, despite the current challenging environment for the industry.”

PIERER MOBILITY: THE UGLY

While KTM, Husqvarna and GasGas parent Pierer Mobility can still claim to be Europe’s largest motorcycle manufacturer, fullyear preliminary results for 2023 illustrated a veritable nightmare.

On the upbeat side, Pierer achieved a 9.2% consolidated revenue increase to a record £2.271bn, mainly driven by its motorcycle segment. And unit sales of motorcycle brands now in the Pierer portfolio rose by 1.6% to 381,555.

But the cost of motorcycle dealer inventories, despite strong demand, climbed sharply due to grievously higher interest rates. So extended payment terms and greater discounts had to be granted to support both dealers and suppliers, swallowing liquidity reserves. The associated negative impact on free cash flow reached £350.8m, up from just £2.6m in 2022. This situation was then compounded by a previously-reported implosion of the pedal bicycle and e-bicycle

Overall European sales were about 15% up to approximately 140,000 motorcycles and around 240,000 were sold outside Europe. Of these, Pierer’s North American subsidiary managed to sell more than 100,000 bikes for a second consecutive year. And Australia, including New Zealand, shifted 19.700. The Indian market, supplied by Pierer’s production partner Bajaj Auto, accounted for almost 66,000 KTM and Husqvarna motorcycles.

As previously reported in BDN, Pierer Mobility intends to overcome recent difficulties with a focus on core powered twowheeler business – motorcycles and e-bicycles – in its 2024 financial year. Specifically, this will centre on the KTM, Husqvarna, GasGas and MV Agusta brands. And in order to recover profitability, the group will implement significant costcutting measures, including a reduction in employee headcount at Mattighofen and Munderfing operations in Austria, while transferring some R&D activities to strategic partners Bajaj Auto and CFMoto, respectively based in India and China.

Sterling currency translations, respectively from Japanese yen, US dollars and euros, were made at forex rates applicable in early February.

Cake crumbles

SAD NEWS FROM SWEDEN, WHERE LOCAL business media has reported that electric bike maker Cake has gone out of business. The firm’s administrator, Fylgia Advokatfirman, has made a statement that the firm declared bankruptcy on 1 Feb 2024, with attorney Jakob Callmander appointed as the administrator.

Cake gained attention with a series of avantgarde urban mobility machines which had quirky styling and high price tags. The wide downturn in fortunes for electric two-wheelers last year seems to have been too much for the start-up’s finances to bear.

Fylgia says that it’s currently preparing tender documents for the sale of the business, which will be published on www.fylgia.se once finalised. Interest in accessing the tender documents can be expressed by email to jakob.callmander@fylgia.se

Amped A60

Amped importer Dualways has announced a new electric off-road machine. The A60 has a 6kW peak power brushless motor and a Samsung 60V 40Ah battery pack, built into a forged alloy frame with adjustable suspension front and rear, 19-in alloy wheels and knobbly dirt tyres. Weighing in at just 65kg, with a claimed top speed of 47mph, the new bike is available in black or red, for an RRP of £4495.

Dualways 01623 708607

drew.m@dualways.com

Zero tempts car drivers

With electric two-wheeler sales in the doldrums, top fullpower battery bike maker Zero Motorcycles is innovating with a new push to attract more car drivers onto two wheels. With the move to electric far more established in the four-wheel world, it seems that new customers might be found more easily there than by trying to convert petrol-obsessed ‘legacy’ motorcyclists.

The new scheme, dubbed “You’re Already a Biker and You Don’t Know It” will see the Zero S and DS 15hp A1 models promoted with CBT courses via Zero dealers. The idea is that car drivers with existing licences will only need to do the CBT to be legal on an A1 Zero and can then ride on the provisional bike licence with the usual restrictions –L-plates, no pillion, no motorway. If the bike itch gets them, they can then go on to get an A2 or full licence, or just do a twoyearly CBT resit.

It’s a bold step from Zero, which hopes that the appeal of a high-tech electric bike might make switching more desirable for drivers who might already be using an electric-powered car for short- or mediumrange commuting. The 11kW/15hp models have a decent range compared to fullpower electric bikes, with Zero claiming a top speed of 86mph and a range of up to 154 miles on the full-size Zero S and DS machines. At £15,300 for the S, or £16,200 for the DS, the price will be a hurdle for less well-heeled commuters.

Umberto Uccelli, European MD at Zero Motorcycles, said: “These new models solidify Zero’s position as the leading electric two-wheel brand. With just a CBT, car drivers can take advantage of an excellent price to ride a real motorcycle with real performance. Zero truly has a motorcycle available for every type and level of rider.”

JOIN THE ELECTRIC EVOLUTION

As the UK’s best-selling electric motorcycle brand, we were strategically bought out by the Vmoto Soco Group manufacturer in 2023 to guarantee long term stability to owners and to further our commitment to encouraging a shift towards electric commuting.

As we continue to grow we are looking for new dealers to come on board and join the UK’s electric revolution.

Email gareth@vmotosoco.com for more information.

Despite appearances, the Zero DS is an A1-licence compliant bike

Registrations data

Alternative powered two wheeler registrations for January 2023

January sparked up with a 25.9% increase for battery-electric PTW registrations, according to MCIA data. No doubt this was applauded by vendors with commercial skin in the game. But the clapping was brief because the monthly headcount only reached 253 machines, a mere 4.2% market share of the 6043-unit total exiting dealer showrooms during those early weeks of the new year.

All the same, positivity ran right through the field. Core up-to-11kW sales volume grew by 19.8% to 224 units. Within that, sub-4kW mopeds put on 27.7% to 106. Some 24 samples of Sur-Ron’s Light Bee trailie topped that ranking. The 4-11kW

sector targeting entrants wearing A1 L-plates grew by 13.5% to 118. And 48 of them were Sur-Ron Ultra Bee best-sellers.

The clapping was brief because the monthly headcount only reached 253 machines, a mere 4.2% market share

Higher on the power ladder, numbers were pathetic as usual. In the 11kW-35kW slot, sales rose by a theoretical 66.7%, “climbing” from three to five units. Four of these were 15kW BMW CE 04 maxiscooters. Motorcycles above the 35kW marker achieved a magnificent 800% surge, from one to nine units. Zero Motorcycles’ evocatively entitled SR ZF14.4 model led this charge as best-seller, exactly five of them. A further 15-strong batch of exempt or unidentified electric steeds filled out the complete picture.

01900

www.wulfsport.com

TOff-road news

With off-road correspondent Rick Kemp

he Classic Dirt Bike Show, held in early February at the Telford International Showground, isn’t exactly weatherdependent as most of the exhibits and activities are inside, and to be fair, many of the outside jumble stalls are undercover. Most of the punter tickets are sold in advance, but given the choice of driving a few hundred miles in heavy rain or sitting in front of the fire watching your favourite TV channel, you might be tempted to forgo the price of a ticket. Fortunately, this year, the weather wasn’t too bad, and most of the 9219 visitors arrived with smiles on their faces and money in their pockets.

Not only were visitor numbers up, but so were the number of exhibitors. Some 520 were displaying their offerings, and according to Mortons Media event manager Nick Mowbray, the outside bike jumble area was rammed with bargain hunters on the opening Saturday. This year, and thanks to the main sponsor Hagon Shocks, there was a big speedway theme. Under the dirt bike banner, speedway and grasstrack are often neglected, but there is still a sizeable enthusiast interest in both sports.

Apart from the hardware on display, there was a collection of speedway race outfits from different countries. A number of the UK tracks, such as Birmingham’s Belle View, were represented. Believe it or not, there are still three leagues in British Speedway: Premiership, Championship and National Development League.

Clean sweep for Classic Dirt Bike Show

As far as entertainment went, John McCrink was doing his usual on-stage interviews with offroad celebs. This year, they included five-time World Trials Champion Yrjo ‘Vesty’ Vesterninen and the only Brit ever to win the motocross 250cc world title, Neil Hudson. As if that wasn’t enough, there was the surprise appearance of Sammy Miller, who was celebrating his official 90th birthday, which was actually at the end of last year. He was presented with a caricature drawing of himself by John McCrink, which is destined to hang in the Sammy Miller Museum.

One of the regular big exhibitors is In Motion Bultaco UK, who made a special effort this year as last year was their most profitable to date. Despite the name, In Motion has evolved over the years into Europe’s biggest supplier of Twinshock Trials spares and accessories.

When we spoke to company founder Dave Renham, he said it was too early to tell how profitable the event had been, but it had been a very busy show.

“It was pretty hectic. We had a big stand and were flat out most of the time, so I think we’ve done at least as well this year as last year. Sunday is always a bit slower, but it wasn’t too bad. The organisers could perhaps hold the event on Friday and Saturday instead, as being a classic show, most of the customers are semi-retired. In some ways, it’s not just about the money; it’s also about showing your potential customers what you’ve got. We cater for most of the Twinshock Trials bikes, and in a lot of instances, we get spares specially manufactured. Classic trials are still very much alive and well in the UK and Europe.”

Paxter EVs for the UK and Ireland

Paxster utility vehicles are said to be engineered for hard work and practicality. Thanks to the narrow-body design, the Paxster Utility is highly manoeuvrable, making it ideal for hard-to-reach areas. Its RWD system, with optimal weight distribution, offers good traction for most everyday applications. Paxster vehicles

operation. The

eCompact has a 240kg payload capacity while the eStretch offers a larger payload of 400kg. At the core of the eCompact is a large 10kW LiFePo4 battery with a seven-year warranty. There is enough power to not only charge battery-powered tools in the field, but also to run equipment such as portable welders and jet washers with up to 3kW of auxiliary power available. Street legal and featuring an ultra-small turning radius, the eCompact is easy to drive with intuitive controls.

Boss ORV

01785 561046 sales@bossorv.co.uk / www.bossorv.co.uk

Belatedly celebrating his 90th birthday, Sammy Miller (left) made a surprise appearance at the show

L-R: Thor Johansen,sales director of Paxster; Phil Everettt, MD of Boss ORV; and Aleksander Safvenbon, Paxster CEO

NORDIC ELECTRIC COMPACT VEHICLE manufacturer Paxster has awarded specialist vehicle distributor Boss ORV sole UK and Ireland distribution. Paxster’s range of electric vehicles includes the eCompact and the larger payload eStretch. Boss will be appointing Paxster dealers throughout the country.

are proven performers with various Nordic and European postal services, and the eCompact boasts more than 85 million kilometres of testing and work in the harshest conditions, with nearly 5000 units already in

Polaris triumphs at the Dakar Rally

THE POLARIS RZR PRO R FACTORY side-by-side and the Sébastien Loeb Racing team won the 46th edition of the Dakar Rally after a tremendous display of determination, skill and endurance, covering 5000km throughout 12 arduous stages that took place across Saudi Arabia.

Based on the RZR Pro R platform, the all-new RZR Pro R Factory was unveiled last year as the centrepiece for the Polaris Factory Racing team, setting a new precedent within the UTV industry with its race-ready specification. Utilising a highstrength, lightweight FIA T4 classcompliant chassis, a race-tuned ProStar Fury 2.0L engine, and Fox Factory Race ESC Evo 3.0 Internal Bypass shocks, the SLR RZR Pro R Factory vehicles are now proven to be capable of withstanding the

demands of the Dakar Rally.

On a more mundane level, Polaris Off-Road Vehicles has announced that the all-electric Ranger XP Kinetic is now available with an exclusive two-year 0% finance offer for business customers in the UK. The Ranger XP Kinetic features an all-electric powertrain specially engineered for off-road use. Polaris’ 10-year partnership with Zero Motorcycles has meant that the Ranger XP Kinetic pushes the industry forward with what is claimed to be a class-leading 110hp and 140lb-ft of instantaneous torque. Delivering maximum power and quick acceleration, the Ranger XP Kinetic can effortlessly tow up to 1134kg and boasts a claimed industry-best 680kg payload capacity.

Acerbis at Africa Eco Race

Acerbis participated as an official partner and clothing supplier of the 15th Africa Eco Race. Once again, the Acerbis teams and athletes distinguished themselves by achieving excellent results. The first three positions on the podium were all equipped with Acerbis parts and handguards.

The Acerbis Rookie Riders winner of this year’s event was Swiss Alexandre Vaudan, followed by the Italians Marco Menichini and Francesco Montanari. Also worthy of note was the performance of the RS Moto Racing team riders and Nicola Dutto. Dutto is a paraplegic rider who, once again, demonstrated an extraordinary show of strength and tenacity, finishing the 2024 Africa Eco Race. In November 2023, he also competed in the legendary Baja 1000.

Fantic flying into 2024

Italian brand Fantic’s renaissance shows no sign of weakening, and the Venetian powerhouse has entered 2024 with two brand-new enduro models to augment an already impressive competition range. Fantic dealers will be licking their lips, too, as nothing piques a customer’s curiosity like a brand-new model – so make that two brand new models and you’ve got a definite showroom draw.

The two new models fill gaps in the Fantic competition range. The XE 300 is the long-awaited two-stroke enduro that now heads the XE family, with a potent package that can deliver everything from timecard victories (having already won the ‘J2’ world enduro championship) through to extreme enduro, mountain-goat-emulating performance. The model has been in development ever since Fantic acquired the Minarelli engine plant from Yamaha in 2019. And it comes with a full house of tech, from fuel injection to traction control, assisted by an electronic power valve and electric start. Add Kayaba’s market-leading suspension and Nissin brakes, and the XE 300 is demonstrably a premium product.

Meanwhile, the XEF 310 has come to the market almost unexpectedly, with minimal pre-launch hype. It fits neatly in the gap between the XEF 250 and XEF 450, in a middle ground that has become a clubman homeland given the success of models like KTM’s 350 EXC-F. The XEF 310 has been developed from the XEF 250 by way of a bigger cylinder

ATVTrac for Kioti

ATVTRAC HAS ANNOUNCED ITS association with premium manufacturer of mini, subcompact and compact utility tractors and UTVs, Kioti, receiving official endorsement for its security tracking device. As will be appreciated, because of their size, these machines are even more prone to theft than standard offroad machinery.

Like Kioti, ATVTrac has expanded its applications to cover much more than just ATVs, with the device able to fit all manner of machinery, appealing to smallholders, contractors, landscapers, the equestrian sector and, of course, the agricultural sector. As well as Thatcham approved security that protects owners’ machines via GPS, GPRS and Radio Frequency technology, ATVTrac utilises the same technology to keep workers and riders safe too, with handy functions like ATV Over, that can

text or email someone else, should the tractor, ATV or UTV topple over with the ignition turned on.

ATVTrac’s onboard technology is backed up by a Secure Operating Centre (SOC), which monitors vehicle movements 24/7, liaising with owners and police should a theft occur. On top of this, it can deploy Securitas agents to secure a stolen machine in tricky recoveries too. Official UK Kioti dealers will be able to offer customers more information on the fitment of the ATVTrac unit.

www.atvtrac.co.uk

bore, but Fantic has not stopped there, again adding traction control while exhaustively fine-tuning the engine performance through track testing with former world champion turned development rider, Alex Salvini.

International off-road commentator and Fantic UK press officer Jon Bentman attended the world launch in Northern Italy: “These are two impressive machines. The XE 300 was the news coming into the launch. It’s been much anticipated by the enduro paddock, and I don’t think they will be disappointed. The fuel injection feels well sorted, using throttle body injectors – just as KTM has now reverted to with their TBI – and the whole package feels on-point. It’s a potent beast, but the electronics give good options to rein it all in.

“Meanwhile, the XEF 310 is a clubman winner, so easy to ride and with great power delivery. It suited me as a vet clubman, but equally, it’s going to be a weapon for experts – Manxman Jed Etchells, who won the Junior enduro world championship for Fantic last season, has picked this bike for his 2024 campaign in the premier class. The XE 300 is the apex predator, but I see the XEF 310 as the big seller.”

The first shipment of the new models has already landed and is available now. Fantic Motor UK is keen to grow its specialist off-road dealer network so interested dealers should contact parent company Clements Moto on 01227 720700 or www.clementsmoto.co.uk.

Bickers on the boil

Bickers has announced its continuing support of team SC Sporthomes for the 2024 season. With six exciting, top-class riders in the fold this year, the potential is considerable. All the team bring huge successes and experience and will be contending events across the UK and the US, including the Scottish MX Championship, Arena Cross, the Nora92 Pro MX Championship, the Dirt Store British MX Championship and selected AMA rounds in the US.

Supplied by Bickers, team SC Sportshomes Husqvarna will use MAXXIS tyres Maxxcross MXST+ rears and fronts, and MX-SM rears; Motorex oil and lubricants; RK Chains GB520MXZ5; Ferodo brake pads with sintered racing off-road compounds.

“Bickers has supported SC Sportshomes for years and has

shared great success together, and I’m thrilled to be working with Neil and the team again for 2024. I have no doubt there will be plenty of podiums across the board from all the lads and I wish them the best of luck, although I doubt they’ll need it!” said Bickers MD, Derek McMartin.

Following their 2023 success, team Gabriel SS24 KTM is delighted to announce its continued partnership with the Bickers Group for the 2024 racing season. Simon Gabriel and Shaun Simpson come together again for the Arenacross UK Championship, REVO ACU British Championship and the MXGP World Championship, with official backing from KTM UK and Austria.

Pierer brands fit Geomax

MX24 as standard

DUNLOP'S NEXT-GENERATION SOFT-MID MX TIRE, THE GEOMAX

MX34, has been selected by KTM, GasGas and Husqvarna as the standard original equipment tyre on their factory edition bikes. Following their selection of Geomax MX33 last year, the latest Geomax range has been chosen confirming Dunlop’s continued partnership with manufacturers at the highest level of motocross competition.

When compared to the MX33, the Geomax MX34 ensures improved cornering performance and front and rear slide control providing the straight-line stability and corner control that is crucial for riders to perform at their best in the Supercross competition. The new rear pattern allows predictable acceleration on soft, mud and intermediate tracks, contributing to race-winning lap times. Adding to that is the next-generation Progressive Cornering Block Technology (PCBT), which facilitates superior absorption and improved ground contact for optimal traction.

As the FIM Motocross World Championship, starting in Argentina on 10 March, approaches, anticipation builds for the Geomax MX34 to continue its strong performance in global motocross.

Akrapovič Triumph

The partnership between Triumph and Akrapovič will be further strengthened this year, with the Slovenian exhaust manufacturer supplying Triumph Racing’s global off-road racing program with its exhaust systems.

The Akrapovič exhausts Triumph Racing will use are constructed from lightweight, high-grade titanium alloys and will ensure optimum performance and reliability with the lowest possible weight. Complying with FIM and AMA sound limits, the silencer is finished with a profiled surface for additional strength and durability.

The partnership will also allow Akrapovič to manufacture exhaust systems for the new Triumph TF 250-X motocross bike. In 2023, all the winning machines in MXGP and MX2 Motocross World Championships were equipped with Akrapovič exhaust systems.

“When it comes to exhausts, Akrapovič was the obvious choice. Working with them as a development partner for our offroad racing programme ensures we can extract the best performance

from our race engines. Akrapovič’s history in motorsport, together with their incredible knowledge and commitment to developing and building high-performance exhaust systems, is industry leading. With the belief that Akrapovič has shown in our racing programme, we are excited and looking forward to our debut season in 2024,” said Ian Kimber, head of off-road programmes at Triumph Motorcycles.

Akrapovič has also adapted its extensive know-how and state-ofthe-art technology to produce a high-performance exhaust system for the Ducati Desmo450 MX prototype. This bespoke exhaust has been developed to optimise the character of Ducati’s unique powerplant while complying with FIM regulations.

INDUSTRY GREATS

Golden man of motorcycling’s golden age

British Dealer News publisher Colin Mayo reflects on the life and times of the most controversial and successful motorcycle salesman of all time

Eric Sulley, boss at Honda UK from 1970 through to 1984, was a walking, talking contradiction of a man. A brilliant salesman, marketeer and communicator, he and Honda came to dominate motorcycling and the market for 14 turbulent years. During the course of those years, he came pretty damned close to destroying all Honda had built through an insane but calculated policy in which discounting became a way of life and chaos ruled. Literally movethe-metal – at almost any price.

I first met Eric sometime before he joined Honda when he was selling Capri scooters (thousands of them) for Scootermatic, one of three official distributors appointed by Honda, Japan, to handle sales in the UK. Along with Honda, they were also distributors for Agrati scooters and Garelli’s best selling Capri. Owned by Burtonon-Humber bicycle manufacturer Elswick Hopper, whose managing director was Douglas Mayo (no relation), Scootermatic launched Honda at the Earl’s Court Show in 1962 with two models, the 50cc C100 retailing at 97 guineas (£102) and the C102, with electric start, for an additional seven guineas (£8). Alongside on the same stand were the latest

models from Agrati and Garelli.

That year, Eric left Scootermatic to set up his own company as the UK distributor for Laverda. Back then, Laverda’s range comprised a 200cc twin and 50 and 60cc versions of its Mini Scooter, both designed for the ladies’ market. Up against Triumph’s Tina scooter, the Laverdas were a tough sell. More expensive than the Tina, sales were poor, so poor it almost bankrupted them. Later it was said revenue from sales had not even covered tooling costs!

The Tina, not the most reliable

at Woolworths’ American headquarters (something he was extremely proud of) could be put to better use. At the time, Raleigh was the world’s largest

My first impression on meeting Eric Sulley was of a rather reserved, almost studious man!

bike to come out of Meriden, went on to sell 20,000 over its five-year production run.

It’s hard to believe now, but my first impression on meeting Eric was of a rather reserved, almost studious man, certainly no super salesman. On reflection, it could have been the problems he was having flogging Laverdas that made that particular day not his day!

His next move was to Raleigh Industries, where his previous success selling Capri scooters plus his earlier training

manufacturer of bicycles, its Nottingham factory employed around 6000 workers and, as well as dominating the UK market, it was exporting vast quantities of bicycles to America and the rest of the world. Jim Harrison, a main board director, ran the sales operation, and it was for Big Jim that Eric went to work at its new motorised division, which was then selling the Motobecaneengined RM4 Wisp moped it had launched in 1961, along with a small range of conventional mopeds. Raleigh later closed its

motorised division after only five years, citing poor sales.

Well aware that the British motorcycle industry, then the biggest in the world, would do everything it could to thwart Honda from getting a foothold in its own backyard, Honda Japan knew it would be almost impossible to achieve volume sales through the existing motorcycle dealer network as quickly as it wanted. It had to find another route into the High Street. Bicycle retailers were the obvious alternative, and Jim Harrison the obvious choice to head up the new operation. Big Jim joined Honda in 1962 as director of sales, setting up Honda’s first UK sales and service office in Nottingham. Two years later, he moved the offices to Power Road, Chiswick, leaving the spares and service depot in Nottingham. In 1962, total new annual registrations were

215,127 all of them British bikes or Italian scooters and well down on the 236,687 new registrations achieved in the previous year.

It was at this time (1963) that Eric got the call from his old boss at Raleigh, not to join the Honda sales team, but to sort out spares and service issues at the Nottingham depot, later to be closed and moved to Chiswick.

These days, Eric is frequently credited with setting up Honda in the UK, but it was Big Jim who did the spade work and very capably, too. When he left Honda in 1970 total new registrations that year were 106,058, with many of them Hondas, and this was achieved despite a weakening economy, various oil crisis and sales diving to only 85,412 in 1969.

When Big Jim left Honda to go to Moore Large, and later to Douglas Vespa, Eric stepped in. With the responsibility (and the benefit of a 10-year apprenticeship under Big Jim), a bolder, more confident character emerged, one remarkably similar to Big Jim’s. Like Jim, he was a big man with a big voice, and he used his size and volume to good effect when he needed to command attention, which was often! They both liked a drink too!

LEGENDARY SEMINARS

Eric’s early years leading the sales team were magical. Although Honda’s product reliability and clever advertising had already converted thousands to commuting on powered two wheels from bicycles and buses, it was Eric’s sales and marketing talent that really got things moving. It is no exaggeration to say that his regional start-of-season seminars were inspirational. The first-ever series of seven seminars kicked off the 1974 season, when he announced Honda’s first national TV campaign. Those seven seminars, it was later claimed, netted 16,000 trade sales.

Back in those days, many dealers who signed on for Honda had been selling bicycles from lockups or run-down shops. Others had been trying to turn a profit from selling British motorcycles, where they had been contending with

inept management and mostly sub-standard product. After the dead hand being played by the Brits, Honda and Eric were pure oxygen. It’s true to say that those early seminars helped inspire and re-motivate hundreds of dealers, all desperate for an alternative way.

Those seminars didn’t happen by accident. He would engage the best creative agencies to create a theme for each event, which included sets from Dallas, the American TV soap, and the film ET. The models employed to entertain guests included Dinah

Dealers loved it – BSA never provided them with entertainment like this!

May, who was Miss GB in 1976. His seminar format was to become legendary throughout the trade. Immaculately attired in a white suit and sometimes ‘assisted’ by a nubile model or two, he’d start by introducing the season’s new bikes, running through special features and prices, etc. When he had to explain new technical innovations, he’d have a bit of fun. ‘Technicals’ were not one of his strengths, so to relieve the boredom, he’d make a ‘mistake’ about what the new gizmo did

or was for. He’d then get a very loud bollocking from a dealer in the audience, much to the merriment of the other dealers. Invariably, the interruption had been pre-planned, and the dealer later rewarded with a crate or two of beer. Alan Mountain, a Honda dealer in York, was a frequent performer.

After the fun, he would get into the real stuff, berating and praising, in turn, his wideeyed audience. Dealers loved it – BSA never provided them with entertainment like this! In regions where Honda’s market share had, maybe, slipped, he’d tell dealers: “Failure is the springboard to success, but to get there you’ve got to work harder, so get out there and sell, sell, sell!” Another favourite aphorism of his was: “The next chapter has yet to be written, make sure you are in it”. Inspired by the new product, the season’s new promotion plans and the always present Priority Order Box, dealers left having ordered more bikes than they had intended, but equally as important, motivated and excited about the season ahead. Sad to say, later, when the discount war was raging, the word seminar became well and truly sullied, with dealers attending only under orders; others just stayed away.

Everyone who knew him had their own Sulley story to tell. Years after he had retired, when a group of dealers got together, Eric’s exploits would be recounted, more often

Eric Sulley accompanied to a dealer open day by his secretary, Kaye Brown

than not, with humour and affection. Many times, in the early 1990s, when registrations had plunged to all-time lows, I heard dealers say they wanted him back at Honda to work some of that magic of his. Not the manufacturers, though. To them, Eric’s name represented a poisonous mess of market chaos. They were right. What happened in the latter half of his reign at Honda was devastating. Discounting was rampant and became a way of survival – many didn’t – and while some of the big dealers were still making money, the smaller ones, who never got a sniff of the special deals, were bleeding and dying. In 1982 the MAA claimed 10% of the dealer network would go bust by the end of the year!

So why was it allowed to happen? Before he was retired in 1984, over the last five years or so of his reign annual registrations (which peaked out at 315,641 in 1980) averaged 257,119 a year. In those five years, 1.3 million bikes were sold, around half of them Hondas. Honda UK’s annual accounts of the time show it was running on a break-even basis with very little profit. All of what must have been substantial profits

were being taken at the factory gate by Honda, Japan. And boy, did they need it. Honda’s emerging car division was in big trouble. Mistakes made in America and revaluations of the yen had contributed to a massive 60% slump in pre-tax profit. Revenue generated by motorcycle

that Eric was made a director of Honda UK in 1975, the first non-Japanese to be made a director of a Honda company anywhere in the world. He was called over to Japan, where Soichiro Honda personally congratulated him.

So how bad was it in the chaos years through to 1984? Over that period just over 2.5 million bikes were sold, an annual average of 250,414 units (horrible word, universally used these days. For pity’s sake, they are PTWs or motorcycles/ scooters. We are selling freedom, adventure, fun and convenience, not bloody units) which, on paper, looks pretty damned good and some of the bigger dealers and Eric’s “Sunrise dealers” – here today gone tomorrow – made good money.

For many dealers the discount wars created big problems. Although a national problem, discounting in the Wirral and Liverpool areas was particularly bad. Here, Tom Loughridge and Mike Knowles fought a long and bitter battle with Eric and Honda.

Tom Loughridge operated two multi-franchise showrooms, one in Wallasey and a second in Heswell on the Wirral peninsular. He was also a director on the

Eric was made a director of Honda UK, the first non-Japanese to be made a director of a Honda company anywhere in the world

sales was desperately needed to prop up the balance sheet, and while bike sales in the buoyant Asian markets, especially China, were growing rapidly, the profit margin was thin, considerably less than that generated in the UK, where by comparison, the margins were massive.

Simply put, Eric had not taken leave of his senses in those crazy discount-or-die years; he was following orders from Japan. Moreover, if Eric had not moved the metal so effectively, Honda would have found someone else who could. You can be sure it would not have been done with Eric’s style!

It’s not without significance

board of the National Association of Cycle and Motorcycle Traders (later to be merged with the MAA and now the NMDA). In a 1980 interview published in Two Wheeler Dealer (TWD) he demanded a fair deal from Honda and the immediate end to the sale of bikes through Honda’s unauthorised ‘pirate’ discount dealers. “There is not a dealer in the area who has anything to lose by fighting Honda. Even if they cut us off, we could not be worse off,” he said. He went on to rubbish Honda’s claim that their hands were tied by EEC law. “I have a letter here from the Department of Transport saying manufacturers can insist that

‘authorised franchised dealers do not resell to other dealers who do not meet objective quantitative requirements’. Suzuki doesn’t have Honda’s legal problem. Their dealer agreement clearly states dealers shall not, without their (Suzuki’s) consent, sell to any trade purchaser, whatever the situation. Why can’t Honda do the same? Using EEC law is just a smokescreen. I’m in London next week to see the director general of Fair Trading. Let’s see what he makes of it.”

Mike Knowles, at his recently opened Ellesmere Port solus Honda showroom, had plenty to say – none of it good – but all offthe-record for fear of reprisals. Many dealers all over the country would comment on the situation, but only off-the-record and for the same reason: fear of reprisals.

In the following month’s issue of TWD, in an interview with Bill Smith, one of the main suppliers of Hondas to unauthorised dealers, and headlined: “Smithy, the man they love to hate!”, Bill (hello, you old rascal) freely admitted he supplied Hondas to any dealer who was credit worthy and had a workshop. “During the last ten years, we’ve supplied bikes to Ireland, the North West and Lancashire, as well as to the Midlands”, he said, adding: “Some franchised Honda dealers come to us when Chiswick can’t supply. They know we carry the stock, usually about 600 bikes. And it’s not just us; there must be at least 20 to 25 Honda main dealers who are also doing what we do”.

Reports in the local Merseyside and Wirral press about threats of violence to authorised Honda dealers by the pirate dealers were picked up by the Financial Times, whose motoring man John Griffiths wrote a full-page story headed ‘Warfare on the Wirral’. It made for shocking reading, and Honda’s PR department must have been on double overtime, spinning its way out of that one!

At that time, Honda had 936 dealers, 200 of them solus. Eric was later quoted in the FT as saying the trade was suffering from too many small, inefficient dealers “who need plucking like weeds”. Commenting on the story, Eric described it as a “masterpiece of inexactitude”. Later that year he announced that Honda would join with Yamaha and Suzuki and there would be no more “special

Bill Smith was not liked for supplying ‘pirate’ dealerships with bikes. He’s seen here with Honda’s Alf Briggs (left) at Daytona in 1973

deals” with the big retail groups. The MAA welcomed the announcement on behalf of Honda’s solus dealers!

I had been told dealers had the same discounting problem in America, but at nothing like the same level, so I went there for a few days to talk to some dealers. I also made appointments to visit the Honda and Yamaha head offices. Yamaha were quite helpful; Honda cancelled the appointment. It transpired the American car industry, particularly its dealers, had earlier suffered big move-themetal problems with Japan’s car manufacturers. It was quickly put a stop to by introducing new legislation protecting dealers with tough new franchising regulations adopted across most states. Problem solved.

It’s true to say that Honda’s discounting strategy was closely followed by Yamaha and, to a

much lesser extent, by Suzuki. To be fair, they had little choice, if they wanted to stay in the game and hang on to, at the very least, some market share.

One very big positive came out of those years of discount grief. It put a lot of new bums on seats, and the aftermarket boomed. Some of those new bums were, years later to be the returnee born again bikers largely responsible for the recovery of sales from 1997 onwards. But it was the aftermarket that benefited massively from the 2.5 million bike sales made in the late 1970s and early 1980s. Thrusting new wholesalers like Lintek, TranAm and Lloyd Lifestyle joined established companies such as Feridax and Wassells. Helmet sales soared to 600,000 a year. Cromwell Helmets, long gone now, but then a big player, extended its factory. Frank Thomas, TT Leathers and ➥

Top: 1982 Mockett cartoon needs no explanation!

Above: In this 1984 caricature, Sulley apologises to Ian MacGregor, head of the National Coal Board, for not assisting with sorting out the ongoing miners’ strike due to having his hands full with the “great discounting war!”

many other clothing companies were born, to say nothing of add-on accessory manufacturers such as Rickman, Micron, Oxford Products, Motad, etc. The spares business boomed, workshop hours sold probably more than tripled, if not more, and on the back of that, dealers could afford to invest in workshop and showroom refurbs or even new builds. All made possible by a massively increased two-wheel parc (at least 1.4 million in 1980, probably more). An unintended consequence, maybe, and it took a time to come, but dealers did, in the end, get a reward for all the grief they had suffered and survived.

BATTLING LEGISLATION

Eric has been blamed for the legislation that wiped out the 250cc learner market. At the time he was president of the Motor Cycle Industry Association (MCIA) and, because Honda was by far the biggest contributor to the association’s finances, he doubtless carried some weight at its board meetings. However, as president, he would have been influenced by the views of the other Japanese bike importers when negotiating with the Department of Transport (DoT) and he, like the rest of the board, would have been more than aware of the DoT’s earlier clamp down on mopeds when speeds got out of hand and legislation was introduced to restrict moped performance. The ever-increasing number of kids being killed or maimed on 250s was of growing concern to the DoT, who wanted to place a speed restriction on them. The importers were equally concerned about the potential loss of sales such a

restriction would bring should new legislation be introduced. Eric and the association played Transport Minister Lynda Chalker along for months, but in the end, exasperated at the association’s delaying tactics and unwillingness to sensibly negotiate, Chalker dropped the axe. Not a lady to be messed with, she was scathing in her condemnation of Eric and the MCIA. “Your Mr Sulley has thrown away the industry’s opportunities with us. It’s clear that any dialogue between the association and government is wasted”.

Although Honda dominated what was a massive part of the market, their 250s were not really the cause of the problem; it was the ever-quicker stink-wheels of Yamaha, Kawasaki and Suzuki that were killing most of the kids. As top speeds increased, so did the number of deaths and serious injuries to young L-plate riders. In those days, no rider training was required; all that was needed was a set of L-plates, and away they went. Up in Edinburgh, dealer Graeme Chatham was experiencing first hand the sorrow of distressed parents when their child had been killed

same policy at his Whitemoor showrooms.

Later the actions of Peter Bottomley as Minister of Transport, eventually made training compulsory. As

Eric Sulley had the charisma, the balls and, of course, the budget to make things happen

or maimed. After six lads were killed in two months riding bikes he had sold, he insisted customers took a course of basic training before being allowed to ride away. Down south, Alan Damerell (Cornwall’s favourite son) followed suit, adopting the

the self-styled Minister of Motorcycling, Bottomley was the first government minister to take a serious interest in the motorcycle accident problem. He went to Japan and had talks with all the Big Four top brass asking why Japan’s dealers were made to provide training while the UK’s were not? He discovered compulsory rider training had been enforced in Japan for some years. As he later said to me, “the Japanese are happy to kill our kids, but not their own!”

Chatham’s fight for compulsory training was a very long road, with little or no support from the importers. Maybe they did not have sons, or if they did, like one so-called industry leader, they would not let them ride a motorcycle!

Despite the massive problems he and Honda created, El Supremo was undisputedly the golden man of the golden

age of motorcycling. He had a superb product to sell and did a superb job of doing it. Honda regularly accounted for half of annual new registrations – and the competition was not that bad! The difference was that Eric Sulley had the charisma, the balls and, of course, the budget to make things happen. He introduced TV advertising to the business. All of it good, some spectacularly good. Remember the 1980 campaign fronted by 1960s supermodel Twiggy, which resulted in women walking into showrooms asking to see the “Twiggy bike”? It was later claimed those ads sold 20,000 Honda Express mopeds in just three months – and it’s probably true.

On dealer relations, Sulley was always up to something, with trips to Japan, America, and beyond. And, of course, there was the lavish annual Fantasy Island TT “party” at the Links Hotel just outside Castletown on the Isle of Man. By a country mile always the best piss-up of the year –dealers loved it!

NEXT MONTH:

Eric Sulley and Parliamentary Under-Secretary of State for Transport Lynda Chalker had a fractious relationship, with her scorning the Sulley-led MCIA’s procrastination on curbing the top speed of 250s. Here, she drops the axe when opening the annual NEC bike show

Eric Sulley’s boss at Honda, Big Jim Harrison, and Kaye Brown at a Honda fancy-dress Christmas party in 1968 – Kaye went as Cleopatra, Harrison went as himself!

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MANAGING EMPLOYEE

SOCIAL MEDIA POSTS

Social media has the potential to cause harm in the workplace. Employers need to beware

We’re in an age when the twin arts of conversation and letter writing have been displaced, if not lost, in favour of online comment and social media posts. TikTok, X (formerly Twitter), and Facebook are now commonplace destinations for individuals to air their views and grievances against whatever and whomever has upset them. Management, colleagues, customers, and the general public are often considered legitimate targets.

While cathartic for the creator, and entertaining for the viewer, for the employer the posts, pictures and videos – some of which can amass hundreds of thousands of

views – could raise issues regarding privacy and confidentiality and cast them in a bad light.

So, how can employers seek to rein in unrestrained online expression?

TAKING ACTION AGAINST EMPLOYEES

In recent years, Employment Tribunals have had to navigate claims where employees have been dismissed for alleged breaches of their employer’s social media policy, particularly in relation to content posted on their personal social media accounts.

Whether the post in question involves criticism of the employer, derogatory comments about colleagues, or potentially offensive views, Tribunals have cautioned employers about overreacting to alleged misuse of social media.

That’s not to say that employers can never fairly dismiss an employee in these circumstances – indeed, case law continues

to show that they can. However, in deciding whether a dismissal was fair, a Tribunal will consider a number of questions:

Did the post damage the employer’s reputation?

Case law has established that the mere risk of damage to an employer’s reputation is sufficient to justify dismissal in some cases; in other words, actual harm to the reputation need not be proven. Nevertheless, employers must exercise judgment in assessing the actual existence of such a risk.

In Taylor v Somerfield Stores Ltd, a video emerged showing an employee being struck on the head with a plastic bag filled with other plastic bags while in work uniform. In concern for its reputation, the employer decided to terminate the employee who had shared the video. However, the dismissal was found to be unfair at Tribunal.

Several factors contributed to this decision, including the fact the video had received

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only a limited number of views and the company’s identity was not discernible from the footage. As such, there was little threat to the company’s reputation, and the dismissal lacked justification.

Did the dismissal infringe on the employee’s right to privacy?

A key consideration for the courts is whether dismissal infringes on an employee’s right to privacy under Article 8 of the European Convention of Human Rights (ECHR). When content is shared in a private or restricted online setting, employees may have a stronger expectation of privacy. However, not much of social media is actually private.

Illustrating this point, in Teggart v TeleTech, a customer service employee who made obscene comments about the promiscuity of a female colleague on Facebook was found to have been fairly dismissed. Although his comments didn’t directly impact the employer’s reputation, the Tribunal found that they did constitute harassment, which amounted to gross misconduct, thereby justifying the dismissal.

Notably, the employee attempted to argue a violation of his privacy rights under the ECHR; however, since the comments were made publicly, this argument was ultimately rejected. Comments on public pages have repeatedly been found not to be ‘private’ for the purposes of Article 8, even if social media settings are set to private, due to the ease in which online posts can be copied and passed on.

Did the dismissal infringe on the employee’s freedom of expression?

Courts will also consider whether a dismissal infringes an employee’s right to freedom of expression under the ECHR, when weighed against the employer’s legitimate interests. Even beliefs that are offensive or shocking may be protected under the ECHR (although the manner in which they are expressed may be justifiably restricted).

Perhaps the most famous example of this

is the case of Maya Forstater, a researcher whose employment was terminated over her view, conveyed through a series of tweets, that transgender women could not change their biological sex. Despite being potentially offensive, her gender-critical beliefs fell within the scope of the ECHR’s protection, and the Employment Appeal Tribunal (EAT) held that her employer’s decision not to

Social media is with us to stay. It means employees need careful management in relation to its use

renew her contract was discriminatory.

In particular, the EAT concluded that the Tweets were simply an expression of Ms Forstater’s belief; they were not objectively unreasonable and not sufficient enough to justify detrimental action by her employer. This was reinforced by the fact that Ms Forstater had also added a disclaimer to her Twitter profile stating that her views were her own and agreed not to discuss her beliefs in the workplace, which the EAT said made the employer’s response even less proportionate.

Was there a clear policy in place?

If so, and the employee failed to follow it, it’s more likely that a court will find the dismissal fair. Again though, the policy shouldn’t be too strict in its stipulations or encroach too much on the employee’s private life.

In the case of Crisp v Apple, an employee was fairly dismissed for posting negative comments about his employer on his private Facebook page. Apple’s social media policy clearly prohibited such actions, and Mr Crisp had also received

training which underscored the importance of presenting oneself positively online. The training also reiterated that comments made outside of work which affect the company image were still covered by company policy. Accordingly, the Tribunal ruled that his dismissal was fair.

Each case will turn on its facts. In addition to the above, a Tribunal may evaluate factors such as the seriousness of the conduct, the employee’s role and seniority, and any mitigating factors presented by the employee. Ultimately, whether a dismissal is found to be fair or not will depend on whether it fell within “the range of reasonable responses” open to the employer. That is, did the employer’s decision fall within a spectrum of fair and reasonable actions that a reasonable employer might take in similar circumstances?

SUMMARY

Social media is with us to stay, which means that employees need careful management in relation to its use. It should be said that just because employees have rights, that doesn’t mean that employers are barred from acting if a serious breach occurs. But as cases have illustrated, that action needs to be proportionate and fair given the circumstances.

ALEXANDRA FARMER

Alexandra Farmer is Head of Team and a solicitor at Worknest

MATTERS MARKETING

Expert advice to improve how you promote and sell productsyour servicesor

IF IT AIN’T BROKE, REBRANDING WON’T FIX IT

Mind how you logo! In one simple move Nationwide became NatWest

Nationwide is the largest building society in the world. Unlike banks, it is owned by its members – that is anyone who banks, saves or has a mortgage with them.

With more than 600 branches, Nationwide is a familiar name in most British towns and cities and it has made a commitment to maintain its High Street presence, while many banks are doing the opposite.

A financial institution owned by the people, for the people, sounds like a marketing dream. You might be wondering how on earth this could possibly qualify for inclusion in a series about PR disasters.

However, even successful well-run businesses sometimes slip up. In October 2023 Nationwide Building Society announced; “As a modern mutual we should be modern in everything we do. So, we’re updating our logo and how we look. But not what makes us different.”

It’s ironic that a truly unique financial institution should choose to make itself less distinctive in a bid to become more ‘relevant’ to new customers

The Big Four retail banks all use distinctive colours for their logos;

• Barclays – light blue and white

• HSBC – red, white and black

• Lloyds – green and white

• NatWest – purple, white and red There’s a simple reason for this – they are instantly identifiable, even from a distance.

IT IS SAID THAT THOSE WHO CANNOT REMEMBER THE PAST ARE condemned to repeat it. In a new six-part series for BDN, Dan Sager from Fab-Biker PR investigates some famous public relations failures and asks what could have been done to avoid them. fab-biker.co.uk

NATIONWIDE’S PREVIOUS LOGO dated back to 1987 and, after 36 years, it was due for a refresh. Here it is.

And here is the new version.

If that looks familiar, that could be because it is remarkably similar to the current NatWest logo!

Nationwide’s old logo, in red, white and blue, was different to the big banks, which helped it to stand out.

We don’t know why they chose to change the colour palette of their logo, but we do know that world-leading brands stick to recognisable colours. Coca-Cola has been red and white since 1891 and McDonald’s has featured ‘golden arches’ since 1961.

It’s ironic that a truly unique financial institution should choose to make itself less distinctive in a bid to become more ‘relevant’ to new customers. As soon as it was launched people started comparing it to the existing NatWest logo, creating plenty of publicity, but for all the wrong reasons!

The lesson to be learned is that modernising a logo should be evolution, not revolution. Changing the font, graphic and colours all in one go is more likely to create confusion among the public than excitement.

NEXT MONTH

From disaster to triumph. How to turn things around

FERIDAX UN HEATHES ITS WORD

Halesowen based distributor Feridax relaunches its in-house Spada brand. Alan Dowds took a trip to the Midlands on the brand’s 30th anniversary to meet the new faces behind the move

Feridax is, of course, one of the biggest names in bike product distribution in the UK. With super-heavyweight brands like Shoei and Sidi and a host of others like Caberg, Sena, Squire and Repsol in its portfolio, the Halesowen-based outfit sits at the top table in terms of industry importance.

But its in-house Spada range has been maybe a little neglected in comparison. Perhaps surprisingly, the Spada brand was actually launched 30 years ago, in 1994. While it’s been a steady performer at the budget end of the market, supplying boots, jackets, trousers, gloves and helmets to costconscious consumers, it’s done so with a fairly basic, unassuming design ethos.

But that’s all changing in the anniversary year, and Feridax is giving its own brand a serious makeover from the ground up. The firm has signed up a new designer called James Kent, a biker with his working roots in the mainstream fashion industry. The Feridax team has created a new logo plus a modern, strong visual identity. Spada is now also Feridax’s only clothing brand – it’s dropped the Italian Spidi

range and will focus entirely on the in-house brand for boots and riding apparel.

On a UK visit to the Feridax HQ in Halesowen to review the new range, product identity, and updated point-of-sale display modules. David Bowater, head of marketing, Stuart Swaby, sales director, and James Kent, head

Stuart Swaby outlines the “vision” thing early on.

“I think there is room for a high-value-for-money, highperforming, British-designed, British-orientated product in the marketplace, which has a slightly different orientation from other brands that exist out there.” Which is to say, the

I think there is room for a highvalue-for-money, high-performing, British designed, British orientated product in the marketplace

Stuart Swaby, sales director

of product development, took me through the relaunch project –which has been going on for more than two years, driven by Anna Taylor, Feridax managing director.

It’s an impressive presentation. A plush Spada brand ‘bible’ handbook is handed over, which has extensive details on how the logo should be used, what colours to use in marketing, and even what filters and lighting should be used in product photography. It’s clear a lot of creative time and thought has gone into this project.

firm isn’t looking to copy over from brands in Italy or the UK but wants its own identity. That identity is based around a new logo, which has a stylised Roman sword (Spada is the Italian word for sword, of course) nestled in a large ‘S’, which also represents the bends of a twisty road.

‘Italian spirit with British design’ is part of the vision, according to James Kent. “The Italian spirit is acknowledging our heritage – it’s an Italian family that has brought this to the market.”

Looking at this season’s range of Spada jackets, trousers and boots, there’s clearly been a massive uplift in terms of design. Where some previous Spada kit looked like there’d been hardly any designer input before the production process, this new gear has a definite look, with sharp lines, higher-grade materials, and novel construction. Smart detail abounds, from neat new metal badges to clever dual front zips that neatly incorporate a vented underlapping strip for summer use. One retro-styled leather flying jacket, in particular, is impressive, with a removable sheepskin collar and cuffs and a design that could sit in a fancy Mayfair shop window. Boots are a massively successful part of the Spada range, and these, too, have been revamped with smart new designs and highperformance functions.

Spada has even commissioned its own Tetra-Hex soft armour inserts, with a hexagonal structure, using a visco-elastic polymer and extensive venting. They’re designed to be protective – with full CE approval – but also to look good, with a smooth outer and chamfered edges to blend into the outer clothing shell.

Stuart Swaby, Feridax sales director

Away from clothing, Spada’s helmets are now, of course, all ECE 22.06 approved. But with Shoei, Caberg and Airoh all in their brand line-up, the Spada lids seem set to remain as an entry-level product, offering dealers a full-face or flip-front helmet in the vital £90-£140 sector.

The new Spada range is organised in a fairly logical fashion, focusing on three main rider types, and with three levels of design/quality/cost. So, there’s an Urban range, which is aimed at the retro, neo-classic sector typified by brown seats, beards and the Bike Shed. The City line-up is no-nonsense daily commuter wear which provides affordable, functional kit with solid weather protection and snappy styling.

Finally, there is, of course, an Explore range, which is aimed at high-mileage riders on adventure tourers as well as touring/naked/ sports bikes. There’s no outright sportsbike kit – leather suits or race boots – at the moment, but it’s not ruled out as a possible future development as the new Spada line-up expands.

Within each range, there are

launch is the new point-of-sale kit – and it’s good-looking stuff for sure. Blacker than the Duke of Hell’s waistcoat, with piercing white lights inside the logo cutouts, there’s a range of full-height displays and island units, all flexible and modular in terms of fit-out, ready to take the new range of kit.

three levels of kit, dubbed Raw, Forge and Edge. The terms echo the metal used for the sword in the Spada logo: Raw is an entrylevel item with good functionality but few frills, Forge is a higher level with heightened quality and features, while Edge is the top level in terms of design, materials and functions. Typical prices will range from around £99 to £329 for a jacket, which puts the new brand in a solid position across the low- and mid-ranges of the market.

The final part of the new

JAMES KENT

Feridax is also rolling out a big marketing push for the new brand, including a drive on social media dubbed Feridax Vault. That’s a private online resource bank, shared with dealers, where pre-packaged social content is uploaded, so the dealer simply has to re-share or lightly customise for their own posts.

So, it’s a serious revamp of a venerable brand and one that has had some planning, thought, and investment put behind it. Fancy finding out more? Stuart Swaby is waiting to hear from you: stuart. swaby@feridax.com  www.spadaclothing.com

SPADA’S NEW DESIGNER IS JAMES KENT, who’s a biker with a background in fashion.

Kent has worked at top High Street designer brands like Superdry, Jack Wills and FatFace and was also head of apparel for the Enginehawk clothing brand produced by helmet firm Ruroc. He’s been at Feridax for the past 18 months, working between the UK and Pakistan, dealing with suppliers and manufacturers to develop the new clothing range, as well as the new brand identity. “It’s an honour to join in on something with such a rich heritage!” he told us.

New clothing, gloves and boots have been added to the new range, which also offers new in store point-of-sale for its dealer network

Changing employee terms and conditions

It’s quite common for employers to want to amend employees’ terms and conditions of employment from time to time. In many cases, both parties will welcome the changes

Employees rarely complain about a pay rise or more flexible working arrangements – but what happens when proposals are less favourable? If employees resist contractual changes, what options are available to the employer?

For employers, it’s essential to understand the rules around changing terms and conditions of employment in order to avoid legal pitfalls.

It should be recognised that UK law establishes certain minimum duties and obligations that all employers must abide by. For instance, employers cannot agree with an employee that they will be paid below the applicable National Minimum Wage. The law will override any agreed terms that do not fulfil statutory duties.

WRITTEN CONTRACTS OF EMPLOYMENT

Contrary to popular belief, a contract of employment doesn’t have to be in written format in order to be legally valid. While it’s common for contracts to be signed physical documents, verbal agreements are just as legally enforceable as written ones.

However, where employers enter into a contract of employment with an employee verbally, and their employment

is to continue for more than one month, they must be given a ‘written statement of employment particulars’. This should include, amongst other things, the employer’s name and address; the employee’s details – their name, job title, job description, start date; salary, including payment intervals (e.g. weekly, monthly); working time and holiday entitlements; notice periods; pension schemes; and any applicable collective agreements.

This must be provided within two months of the employee’s start date.

That said, it is strongly advised to have a

written contract of employment. This may be supported by other documents, such as an employee handbook, to provide employees with important information on matters such as sick leave, disciplinary and grievance procedures, dress code and health and safety.

THE NEED TO MAKE CHANGES

There are a number of legitimate business reasons why employers may wish to change an employee’s contractual terms. Common motivations include a change in the employer’s financial circumstances or a business restructure, the desire to harmonise

contract terms across different teams or divisions, or it becomes necessary to change an employee’s duties, hours, pay rate, job title or place of work to meet the needs of the business.

Regardless of the cause, while employers can change terms of employment, this will usually need to be agreed upon by both parties. Receiving express agreement from the employee is the safest way to vary a contract, as imposing new terms unilaterally may constitute a breach of contract.

Employers intent on making changes should meet with the employee (or, where applicable, their trade union or other employee representatives) to explain the reasons for making the proposed change. Employers should allow the employee time to consider the proposal and to put forward viable alternatives. For example, if the reason behind the change is financial constraints, the employee should have the opportunity to present other feasible solutions.

It’s likely that engaging the employee in the discussion and allowing them to express their views will make them more receptive to the change.

However, there are instances where contractual terms will change without the need for formal consent from the employee. A good example of this is pay rises; rather than varying an employee’s contract of employment, providing the employee with a brief note about the pay change (and keeping a copy for the records) would suffice. After all, an employee isn’t going to complain about a positive change to their terms.

Some employers insert a clause into a contract of employment that gives them the flexibility to make changes. However, any changes must be reasonable, and the employee must be provided with sufficient notice. It’s also important that the right to make the change is written in specific terms, as a clause that is too general is less likely to be enforceable.

with Adam Bernstein

PROVIDING EMPLOYEES WITH INFORMATION ABOUT CHANGES

Where it has been agreed to vary an employee’s contract and the change relates to any of the particulars in the written statement mentioned above, employers must give written notification of the change to the employee within one month of the change taking effect. This is a legal requirement under section 4 of the Employment Rights Act 1996.

Contrary to popular belief, a contract of employment doesn’t have to be in written format in order to be legally valid

Where an employer changes terms and conditions of employment that are not included in the written statement, they must inform employees of where they can access information about the change, for example, in an employee handbook or on the organisation’s intranet.

EMPLOYEE REFUSALS TO ACCEPT THE CHANGES

Where employees refuse to agree to the changes, employers should try to be flexible and be willing to compromise. This means talking to them and giving them time to consider and respond to the proposal. If, after lengthy consultation and negotiation, no agreement can be reached, the employer can serve the employee notice that their existing contract will be terminated with a new contract containing the new employment terms and conditions offered. If this is the route to be taken, the correct notice period to help ward off wrongful dismissal claims must be given while being mindful that claims can still be brought.

Where the change applies to 20 or more employees, the employer has an obligation to consult collectively with employee representatives or, if applicable, trade union representatives.

THE RISK THAT EMPLOYEES BRING A CASE FOR UNFAIR DISMISSAL

If an agreement cannot be reached and all other avenues have been exhausted, terminating an employee’s contract and offering to re-engage the employee on new terms may be the only viable option.

However, this brings with it the risk of unfair dismissal claims, even if the employee continues to work under the new terms, as they have technically been ‘dismissed’ from their old contract. An Employment Tribunal will treat cases like these in the same way as any other unfair dismissal case.

In order to defend unfair dismissal claims, employers must be able to show that they had a fair reason to dismiss and also followed a fair procedure – which is where consulting with the employee comes into play.

In unfair dismissal cases relating to changing terms and conditions of employment, the outcome will often come down to the employer’s ability to demonstrate, with evidence, that they had a sound business reason for the dismissal. A tribunal will judge reasonableness from the perspective of what a reasonable employer would do in the circumstances, meaning the reason given mustn’t be trivial, but also doesn’t need to be as extreme as to be the determining factor in a business going under.

SUMMARY

Desired outcome aside, the key to success when making changes to employment contracts is to seek good advice before acting and to talk, rather than impose, the proposals. 

JAMES TAMM

James Tamm is director of Legal Services at Worknest.

CAN-AM FINDS ITS ON-ROAD PULSE

Throughout 2024, Can-Am will establish a dealer network for its two- and three-wheeled on-road products. Rick Kemp met up with Jose Bermudez, network coverage advisor for Can-Am, to investigate how the company will adapt and what will be on offer to its prospective new asphalt dealer network

You could say that Can-Am is going full circle in a good way. Half a century ago, the Canadian company introduced championshipwinning Rotax two-stroke powered, off-road motorcycles. Later this year, it will be releasing road and off-road motorcycles powered by Rotax E-Power.

As many of you will know, Can-Am is part of Bombardier Recreational Products, who launched the Ski-Doo snowmobile (1959), followed by the Sea-Doo Personal Watercraft (1968). However, a few minutes in the classroom might shed some light for those not overly familiar with Bombardier. After the SeaDoo in 1970, Rotax-Werk was acquired, and 1989 saw Nordtrac Oy and the Lynx brand brought into the fold. This allowed the production of snowmobiles with rear suspension for deeper snow conditions.

In 1998, Bombardier Inc. entered the ATV market, closely followed by the acquisition of the Evinrude and Johnson outboard motor brands. Bombardier

Recreational Products (BRP) was formed in 2003. The company continues to innovate, and in 2007, came up with the Spyder three-wheeler. By 2010, BRP had entered the side-by-side market

and was rapidly developing into the company we know today.

Can-Am has developed a reputation for not standing still. The person in charge of the latest development stage is Jose Bermudez, EMEA network coverage advisor for Can-Am onroad. “In addition to the off-road focus, Can-Am also has an on-road proposition for our customers and dealers with the Ryker and Spyder models. Our next important milestone will be re-entering the motorcycle industry with our

that when we release an electric powersports vehicle, there will be a market for it, a use, and it will fulfil customer needs. This is a huge opportunity for dealers to attract new customers, including people who have never been inside a powersports dealership. It will allow dealers to offer new experiences and new adventures, and ultimately increase their business opportunities. The focus will be on having options for new customers without losing existing ones.”

The focus will be on having options for new customers without losing existing ones

electric motorcycles. With the launch of our Origin and Pulse EV motorcycles, part of the strategy is also to further develop our dealer network by expanding our partnership with businesses that are focused on this segment of the market. One of my key tasks is to prepare selected existing dealers for the new market, as well as to identify and appoint new partners,” said Bermudez.

This is backed up by Sandy Scullion, president of powersports group, at BRP: “We are assuring our dealer network

At present, the new bikes are going through the prototyping development process, which will lead to the end of 2024 as the target for the release of the production units onto the market. These bikes are powered by Rotax, but the full specifications haven’t been released yet, in part because, according to Bermudez, “Electric motors are more flexible in terms of overall vehicle design than ICEs. The market is evolving fast, and we want to launch with a best-in-class product.”

This is part of Can-Am’s overall strategy: to have an electric-powered offering in every market sector. The launch date will coincide with the company’s annual Club event in August. This is an event held in North America, to which all 3200 dealers are invited and the strategies and new models for the next year are presented. That is when the specifications for the new bikes will be officially released.

The UK is a market in which Can-Am wants to expand because, as Bermudez says, “Our existing dealer network is set to market our off-road and water products; as such, we need to also expand our footprint in areas and with partners who are closer to the motorcycle industry in order to penetrate this market. Don’t get me wrong, we are committed to our existing dealers; however, each product has its own playground and market, and expansion is needed in order to develop the brand further. By bringing in these new motorcycles, we are developing relationships with new partners or dealers who will be at the centre of further developing sales of recreational products, including three-wheelers. In France and Germany, for example, we have developed the dealer

network to a level that has allowed our three-wheel products to become a solid reality in the market. This provides us with enough confidence in our business proposition to dealers and consumers, which is also why we are focusing on the UK to replicate the success of other markets here.

“The respective government directives are also different when it comes to reducing CO2 emissions and reducing the sales of new ICE-powered vehicles, and we have identified this as the right moment to enter the market, at the beginning of the EV revolution. Why should a dealer then join the BRP Network in this venture? Well, firstly because of the continuous, uninterrupted growth that BRP has recorded in the past 20 years. Additionally because of the strong ability of BRP to diversify and be successful in so many markets, the same skills that we are looking forward to applying for our return to the motorcycle industry. Last but not least, BRP is an established global OEM, a leader in the powersport industry, with a solid distribution and a motivated team in the UK and in EMEA. We are aware that a large part of the market will be in metropolitan areas; hence, doing business with dealer partners in these areas is certainly part of our strategy.”

Can-Am started the process at the end of 2023, and there are now about 100 interested retail outlets. At this stage of development, CanAm feels that the urban commuter customer is the obvious first choice because of the recharging

restrictions.

This will include first-time motorcyclists and the younger audience. not be available yet, there is a network development team in the UK with a country manager, a dealer development advisor, and a team of area managers. Something else that Can-Am is looking into on the retail side is automotive outlets, as the threewheeler models could be regarded as cross-over vehicles.

“BRP is already an affirmed global manufacturing operation, and we are not starting from scratch; we are a leader in the powersports industry, and we are proud of the premium standards we built together with our dealer partners.”

Bermudez appreciates that the EV motorcycle market is not quite there yet. Nor are some of the current players, which can only benefit Can-Am. Drawing parallels with the automotive market, Tesla was the initial main player, but the product had its drawbacks. Now that BMW, Mercedes, VW and other quality brands are in there, total sales are beginning to lift. As the saying goes, it’s not always

performance and quality, with Rotax providing the former (including electric motors) combined with Can-Am’s build quality and finish. After all, who else produces a deluxe threewheeler with standard features, including a 1330cc engine, heated seats and grips, and six-speed semi-automatic transmission with ABS, traction and stability control for just over £33k? Plus there are many upselling possibilities, with thousands of pounds’ worth of official accessories available –what’s not to like? 

www.brp.com/en/become-a-dealer.html

BRP’S DEALER DEVELOPMENT ADVISOR

CRAIG MORISON IS THE DEALER development advisor for Can-Am on-road. He will be responsible for adding experienced motorcycle dealers to the network to help Can-Am on-road expand its share of the recreational motorcycle market and support new dealers

Can-Am Origin

Products

The latest products: products@dealernews.co.uk

Metzeler Roadtec 02 5

IT’S TAKEN THE METZELER TYRE DESIGN TEAM A FAIR WHILE TO GET round to updating the firm’s widely-lauded Roadtec 01 sport-touring tyre, launched back in 2016, but I guess they followed the mantra of ‘if it ain’t broke, don’t fix it’.

The new Metzeler Roadtec 02 is described by the manufacturer as a “super-sport touring” tyre, with adaptive tread pattern technology that adapts the tyre’s behaviour between the two disciplines. This new development alters the geometry of the grooves within the tread depending on the riding style – a relatively easy-going style of riding opens long grooves in the tread to provide quicker warm-up and a higher rate of water dispersal, whereas a sportier and more aggressive style with more lateral loading causes the grooves to close up, adding extra stability and creating a larger contact area. Metzeler says the new tread pattern also reduces road noise.

The rear tyres are dual compound and come in a range of 17in sizes from 150/70 up to a 190/55, while the single-compound front tyre comes in 120/70 ZR17 or a pair of 19in options.

Pirelli Tyres; 01283 525252; www.metzeler.com

XL Street Bullet sliders

GBRACING HAS REDESIGNED ITS BULLET sliders, used by many a motorcycle racer and track day enthusiast, to make them more suitable for use on street motorcycles. A larger puck is fitted onto a reinforced mounting bush, which “concertinas” in the event of an impact to better absorb energy. The bush is also designed to have a sacrificial weak point so that it snaps if a large enough sideways force is applied – meaning it won’t dig in and flip the bike if it slides into a kerb or similar. A wide range of fitments for popular models is available, including the Yamaha XSR900, MT-09 and MT07; Honda CL500, CB650R and CBR1000R; Suzuki GSX-S750, GSX-8S, GSX-8R and GSX-S1000; and the Kawasaki ZX-25R, Z650, Z900, ZX-10, ZH2 and H2SX models. Prices dependent on application. GBRacing; 020 8275 2630; enquiries@gbracing.eu

DETAIL MAINTAIN WITH MINT

Givi X.27 Tourer

GIVI’S FULL-FACE X.27 FLIP-FRONT MODULAR HELMET HAS BEEN around for a couple of years, so the addition of a new ECE 22.06 Touring version will give the range a welcome boost on dealer’s shelves. The most obvious change with the X.27 Tourer is the addition of a peak, which makes the helmet more suitable for touring on mixed road and trail, as well as providing a more modern look. The thermoplastic shell has got dual P/J homologation, meaning it can be legally ridden in both open-face and fullface configurations, and is equipped with an extensive ventilation system with multiple intakes and an extractor vent. The main visor is fitted with a Pinlock Max vision anti-fog insert, and there is a smoked drop-down sun visor behind. It comes in a choice of red/grey, yellow/grey or red/white/ blue colour options for an SRP £256.90.

Givi UK; 01327 706220; info@givi.co.uk

Ducati C46

DUCATI HAS PUT ITS BRAND NAME FRONT AND CENTRE ON its latest boots, but they are actually designed by long-time collaborater Drudi Performance and bolted together by German clothing and footwear experts Held.

The new C4 is a short-height casual biking boot for commuting, touring and everyday riding, and has been designed to also be comfortable for off-bike use.

The uppers are made from a combination of microfibre and technical fabric, with a Gore-Tex membrane for waterproofness and there is a non-slip Vibram rubber sole.

Fastening is a combination of laces and a Velcro strap, with protection provided by reinforcement in the toe, heels and malleolus areas. They come in EU sizes 38 to 45 (roughly UK size 5 to 10.5) for an SRP of £191.

Ducati; www.ducati.com

New Harleys 56

HARLEY-DAVIDSON DEALERS WILL BE HOPING THAT THE RECENT LAUNCH OF A QUARTET OF NEW MODELS will help to stem the slide in the brand’s sales over the last few years. The two new standard models are the Road Glide and Street Glide, both fitted with a new version of the Milwaukee-Eight 1923cc V-twin motor. They promise to be lighter, more comfortable and more powerful than their predecessors, and they are also fitted with a new infotainment system powering a 200W audio amplifier and fairing speakers, all controlled via a 12.3in TFT colour touchscreen that replaces all the analogue instrumentation. Pricing starts from £26,795 for the Street Glide and £27,295 for the Road Glide.

To commemorate the 25th anniversary of the Custom Vehicle Operations division there are two new CVO models added to the line-up – the CVO Road Glide ST and the CVO Pan America. For the CVO Road Glide there are fancy paint options, along with a more powerful 1977cc motor and fully adjustable Showa suspension. There is also a plethora of carbon fibre bodywork, titanium silencers and lighter wheels to reduce the overall weight to a svelte (ahem) 363kg dry. The Glide’s standard audio system is also given a boost with a 500W amplifier and larger Rockford Fosgate fairing speakers so any passers-by can also enjoy the tunes. SRP is £38,995.

The Pan America signals the CVO division’s first foray into the adventure touring sector, so it has been given a comparatively modest upgrade. The 1250 motor, semi-active suspension and touchscreen display are left alone, with mods limited to a raft of accessories: adaptive ride height, top and side cases, quickshifter, new laced wheels, auxiliary LED lighting and an aluminium skid plate. SRP is £23,495.

Harley-Davidson; 0208 891 9088; www.harley-davidson.com

Malossi TMAX 56

ITALIAN MANUFACTURER

Malossi has added some sparkly bits for the Yamaha TMAX 560 maxiscooter to its range.

Five-position adjustable brake levers are machined from 7075 aluminium alloy and given an anodised finish along with an integrated stainless steel pivot for long life. A built in safety joint reduces the risk of breakage in the event of a spill or the scooter falling over. SRP is £92.88 per side. A CNC machined alloy cover for the brake fluid reservoir is anodised bright red with a laser-etched logo. SRP is £40.98

VE (UK); 01159 462991; sales@ve-uk.com

MT Atom 2

AFTER THE DEMISE OF distributor Tri-Motive in 2020, Oxford Products took over the distribution of MT Helmets in the UK and the Witney-based business has been eagerly awaiting updated lids to bolster the more budget end of the range. The new ECE 22.06 Atom 2 fulfils that brief with aplomb, providing a flip-up style lid for under £130. The shell is high impact resistant polymer with variable density EPS for shock absorption, and there is a removable and washable interior lining. Provision has been made to allow the fitting of a UCS Bluetooth intercom, and there is a drop-down sun visor behind the Pinlock-ready main quick-release visor. Gloss white, fluo yellow or matt black models are £129.99, with the Bast graphic option in red/white/blue or black/grey/red coming in at £149.99 SRP.

Oxford Products; 01993 862300; info@oxprod.com

Street Glide Road Glide

CVO Road Glide

CVO Pan America

Husky updates 5

HUSQVARNA HAS GIVEN WHAT IT SAYS IS THE BIGGEST TECHNICAL UPDATES TO ITS naked road bike range since 2018. The Vitpilen and Svartpilen models, in both 401 and 125 guises, feature new engines, new chassis and new styling. A new steel trellis frame with an aluminium swingarm forms the backbone of both models and provides a longer wheelbase and slightly lower seat height. Both the 125cc and 399cc single-cylinder engines are now Euro 5+ compliant and provide 15hp or 45hp respectively. The 401 models are equipped with cornering traction control, switchable rider modes, adjustable suspension and cornering ABS. The learner-friendly 125cc shares the cornering ABS. The Vitpilen and Svartpilen 125 models are £4899, while the 401 models are £5599.

Husqvarna Motorcycles UK; 01327 850350; dominic.harris@husqvarna-motorcycles.com

LS2 Rapid II

THE RAPID II HELMET, WHICH OCCUPIES THE BUDGET END OF THE LS2 FULL-FACE range, has been given a makeover for the 2024 season with some new graphic options. Updated to ECE 22.06 spec, the Rapid II features a thermoplastic shell in three sizes, laser-cut foam inserts and a Pinlock-ready quick change visor. The new graphic options are the Circuit graphic in black/red or white/red, Rokku in matt black/hi-vis yellow, Claw and the glow in the dark Zombie. All have an SRP of £69.99.

LS2 Helmets UK; 01670 856342; ukservice2@ls2helmets.com

OptiMate 4 Quad

BILLED AS “THE ULTIMATE BATTERY CHARGER AND maintainer” by its maker, the new OptiMate 4 Quad Program has got some hype to live up to. Suitable for 12v lead-acid or lithium batteries, whether fitted to bikes, quads, side-by-sides or jet skis, the Quad Program uses a nine-step process to automatically charge and condition a battery. The process automatically adjusts the charging current, and can diagnose any damage present. When charging is complete it switches over to a maintenance regime, which can be left long-term for over-wintering or storage purposes.

Two charging programs (lead-acid or lithium) are dedicated to BMW bikes using the CAN-Bus accessory socket for connection, with a similar pair suitable for other models using direct-to-battery connection.

SRP is £83.90, or £95.90 including a CAN-Bus compatible connection cable.

Probike; 01604 660555; www.probike.co.uk Motohaus; 01256 704909; info@motohaus.com

Oxford Spartan 3

THE ENTRY POINT FOR Oxford Product’s extensive range of biker clothing is the Spartan range, providing commuters with a budget-priced range of simple yet effective outfits. The latest addition to the range is a women’s waterproof textile suit, which is the same spec as the men’s version but in sizes and cut to better suit the female form. The 600D polyester shell is fitted with a fixed waterproof membrane and some non-removable thermal insulation for weather protection, with adjustment for fit at the upper arm as well as the waist, cuffs and collar. CE level 1 armour is fitted at the shoulders, elbows and knees and both jacket and pants have reflective detailing for better visibility. The jacket comes in plain black or fluo yellow/black for an SRP of £99.99, while the pants are in black only for £79.99. Sizes range from 8-20.

Oxford Products; 01993 862300; info@oxprod.com

Scooter lift 5

SPECIALLY DESIGNED FOR HOISTING SCOOTERS INTO THE AIR FOR servicing and repairs, the RS Workshops Nano 410 lift has been developed in conjunction with major manufacturer Piaggio to make it approved for use in Vespa, Aprilia and Piaggio, as well as any independent workshops. The Italian-built lift is said to be suitable for all scooters, with features such as a side-stand extension and a self-retracting run-up ramp. A low profile of just 75mm makes it easier to roll the scooter onto he ramp, and there are optional deck extensions to accommodate longer machines. SRP is £2595 plus VAT.

RS Workshop Equipment; 01832 741007; www.rsworkshopequipment.co.uk

Akrapovič for the new GS

THE RECENTLY-LAUNCHED BMW R1300 GS IS ALREADY TOPPING THE sales charts, so it’s no surprise to see the exhaust experts at Akrapovič have developed a new slip-on silencer that provides a bit more power, a touch more torque and a reduction in weight. Made from titanium, with a new special profile used for increased strength, and a carbon fibre cap, the new end-can is the result of years of experience developing exhausts for GS models since the 1999 version. It weighs in 9.3% lighter than the OE item and claims to give the motor an extra 1.9hp and 4.5Nm of torque for more get-up-and-go. It’s a simple swap for the original item, with no remapping required, and BMW side cases can still be fitted. SRP is £999 for titanium finish, £1074 for it in black.

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

Brake Disc Lock

GRANIT™ Detecto XPlus 8077

The alarm function with 3D position detection reacts sensitively to break-in attempts with 100dB. An automatic brake disc detection system knows exactly when the lock is sitting on the disc to secure your bike.

Kwaka pricing 5

KAWASAKI HAS ANNOUNCED pricing for the 500cc models launched at Motorcycle Live last November. The naked Z500 is the cheapest, at £5399 for the standard model and £6049 for the SE version which benefits from a full colour TFT dash display, different colour options and some extra bodywork. The cruiser-style Eliminator 500 starts from £5999, with the SE version at £6399, and the sporty Ninja 500 finishes off the trio at £5999 and £6499 respectively. Kawasaki; 01628 856750; www.kawasaki.co.uk

Morris Antifreeze

Royal Enfield Shotgun 5

LAUNCHED AT INDIA’S MOTOVERSE MOTORCYCLE show late last year, the Royal Enfield Shotgun 650 is a custom-inspired machine that fuses the firm’s 650cc twin motor with modern-retro styling to add a bit more street cred to the range. The form and practicality of the bike can be altered by swapping between single and two-seater configurations thanks to a pop-off pillion seat, and RE designers hope that owners will take things further by adding their own custom elements

from the extensive range of accessories available – from mirrors to seats and billet wheels. The chassis is fitted with Showa big-piston forks along with 18in front and 17in rear wheels. LED lighting, digital dashboard and a USB charging port bring modern practicality to the mix. The Shotgun 650 comes in four colour options: grey is £6699, blue or green are £6799 and white with graphics is £6899.

Royal

Enfield; www.royalenfield.com

HJC V60 new graphics

THE RETRO-STYLE V60 LID FROM HJC HAS BEEN GIVEN A STARRING ROLE with some distinctive new graphics. The fibreglass-shelled V60 is inspired by 1980s helmets, but incorporates modern touches such as a drop-down sun visor, built in speaker pockets and emergency release cheek pads.The new NYX design brings echoes of fighter pilot helmets, American football lids and even a touch of Dan Dare-era sci-fi adventurism. It comes in three colourways – metallic blue and yellow, matt white and green, and gloss black with gold – for an SRP £299.99. Oxford Products; 01993 862300; info@oxprod.com

BRITISH MANUFACTURER MORRIS LUBRICANTS HAS updated its Ultralife antifreeze coolant range to extend the range of vehicles covered. The new formulations offer protection down to -37oC and are based on Organic Acid Technology (OAT) to extend their working life and to enhance the anti-corrosion properties compared to old-fashioned mineral bases. Morris says the Ultralife products have a working lifespan of at least five years. There are various specifications in the range: Ultralife 1 is for lorries, buses and agricultural machinery, Ultralife 2 is for mainly Far East car brands, Ultralife 3 is a hybrid formula for German cars and trucks. Ultralife 4 is the blend of interest to motorcycle dealers, providing long-life performance and inhibiting corrosion in alloy and multi-metal engines. It comes in a 20-litre drum for workshop use at an SRP of £148.32.

Morris Lubricants; 01743 232200; info@morris-lubricants.co.uk

Aerox air box 5

THE MALOSSI AIR FORCE RANGE OF AFTERMARKET crankcase covers has been extended with a new version to fit Yamaha Aerox 50 models fitted with Minarelli engines. The Air Force covers have been designed to deliver an increased mass of air across the transmission, providing extra cooling and extending durability. The die-cast aluminium cover also increases the stiffness of the scooter’s chassis to improve riding performance and feel. The Air Force cover comes complete with bolts, dowels and an air filter system for an SRP of £132. VE (UK); 01159 462991; sales@ve-uk.com

Mivv for TMAX

A VENTURE INTO THE MAXI-SCOOTER MARKET FOR ITALIAN EXHAUST

maker Mivv, with a new complete system for the latest Yamaha TMAX 560 maxi-scooter, one of Europe’s best-selling machines. The new Euro 5-compliant system consists of bespoke manifolds and a choice of stainless steel or titanium SR1 silencer, both finished in black with a carbon fibre endcap. The new arrangement is said to improve the scooter’s sound, as well as improve performance – adding 2.2hp and 2.7Nm – while also being lighter than the OE system by 3.8kg. Further gains in performance, up to another 3hp, can be extracted with the addition of a dedicated ECU map. Parts Europe;sales@partseurope.eu; www.partseurope.eu

Clarke MIG103NG

Furygan Tom Primaloft 3

ALREADY PROVEN AS A JACKET, THE new sleeveless version of the Tom Primaloft can be worn under an armoured bike jacket to add some extra thermal protection, or it works equally well as a warming outer layer for off-bike use. The Primaloft Black insulation material is made of recycled polyamide material, which traps heat to keep the wearer up to temperature, while hydrophobic fibres repel water to maintain dryness. There’s a fixed lining for comfort, three convenient pockets, and a high collar to help keep draughts at bay. It comes in sizes S-3XL for an SRP of £99.99.

Furygan UK; 01489 582707; www.furygan.com

A RELATIVELY LIGHTWEIGHT AND portable solution for welding bits and bobs around the workshop, the new Clarke MIG103NG is a no-gas MIG that uses 0.9mm flux-cored steel wire to weld mild steel up to 4mm thick. It comes complete with welding torch, a spare torch tip, earth clamp, welding mask, a reel of wire and a wire brush to get you started. SRP is £161.99. Machine Mart; 01159 565555; www.machinemart.co.uk

www.britishdealernews.co.uk

Ruroc Atlas update

MORE NEW HELMET GRAPHICS READY FOR THE new season, and this time it is Ruroc’s design team that has broken out the crayons, turning to the firm’s history books for inspiration to create the El Diablo and Eagle designs for the latest Atlas 4.0 Street ECE 22.06. Both designs were debuted on the Atlas 2.0 a few years ago. Along with the new graphics, the 4.0 Street has been treated to a price cut, dropping to £229 for solid colours and £259 for the graphic options – around an 18% reduction.

Ruroc; www.ruroc.com

SW-Motech Pro 54

SW-MOTECH HAS ADDED THREE NEW models to its Pro range of tank bags. The new models claim to be fully waterproof and feature a seamless welded TPU material outer and a sturdy EVA lid with magnetic closure to that end. Any zippers fitted are of the reinforced plastic variety, and there is Molle system strapping provided to allow compatible bags to be connected together for more carrying capacity. Fitting uses a bike-specific GRP ring fitted to the fuel filler neck The Pro Micro has a 4-litre capacity and an SRP of £129.36, the strap-mounted Pro Cross is 5.5-litres and £121.96, and the Pro City holds up to 9-litres of luggage for an SRP of £204.95.

Motohaus; 01256 704909; info@motohaus.com

Touratech Travel 4

A NEW RANGE OF SOFT LUGGAGE WHOSE USP IS ITS RIGID HARD-SHELL LID,

Touratech’s Travel luggage is waterproof and robust. Made from welded Cordura with reflective logos and detailing for visibility, a roll-top closure ensures no water gets in, and the Molle system on the lids provides expansion potential. The Travel Side Bag is fitted with an integral docking panel to attach to most 18mm round tube pannier racks, allowing rapid mounting and removal. An optional lock set is available to add extra security. SRP is €308.74 each. There are two options of tank bag – the 9-litre capacity Midi is a universal fit, whereas a slightly longer version is designed to fit to BMW R1250 GS, R1300GS or F850 GS models including their Adventure siblings. SRPs are €158.73 and €220.50 respectively. A matching 9-litre tail bag can be strapped to a rear rack or to the pillion seat for €158.73. Last, and least in terms of carrying capacity, is a handlebar bag which can be quickly fastened with Velcro straps. It only has a capacity of two litres, but it’s enough for sunglasses, wallet and a bar of chocolate. SRP is €79.32.

Touratech; +49 7728 9279-0; info@touratech.de

WP kit

PART OF THE EXTENSIVE PIERER MOBILITY GROUP, WHICH INCLUDES KTM, Husqvarna and MV Agusta, WP Suspension is an important component maker to many of the brands, especially in the off-road racing environment. Its new replica team wear allows anyone to dress to match the official team, with a range that includes T-shirts, shorts, trousers, sweaters, hoodies and a choice of curved or flat-brimmed caps. As standing around trackside can get a bit chilly, there are also softshell, waterproof hardshell and winter jackets.

Obviously, if you are dressing in all the matching kit, you want your luggage to blend in, so there is a 122-litre capacity wheeled travel bag and a backpack too. The Travel bag has got a padded helmet chamber and various other compartments for small items. The 30-litre rucksack includes a pocket to take a 15in laptop. WP Suspension; www.wp-suspension.com

On the Money

Its many beneficiaries have fond memories of the Payment Protection Insurance (PPI) mis-selling scandal, where fertiliser began to hit the fan in 2011. In response to PPI’s blatant defects, the Financial Conduct Authority (FCA) and its FSA predecessor unleashed their attack dogs on the UK’s banking industry.

The FCA initially calculated that around three million aggrieved bank customers had been mis-sold PPI and would be due for compensation. But by January 2016, more than twelve million had trousered pay-outs. Sharp lawyers and rapacious claims management companies took a substantial slice of this largesse, which had already reached in excess of £24bn. By an eventual 2019 deadline, the total bill for PPI compensation claims approached £40bn.

After such unrelenting punishment, surely it would be safe to assume bankers had learned to be a lot more careful about regulatory compliance. And no doubt they have.

Trouble is, of course, that it’s in the nature of regulators to constantly move goalposts on a whim.

Approximately four years ago, beady FCA eyes focused their disapproval on something much closer to home for the bike trade, a particular aspect of

motor and motorcycle point-ofsale finance provision linking lenders, brokers and dealers in a dubious alliance. The FCA’s target for opprobrium was a “discretionary commission” model incentivising dealers to push for higher interest rates on loans, thereby raising overall costs for unfortunate consumer credit applicants and lining lender pockets.

Plans to ban such commission models were afoot. And the FCA also consulted on new disclosure obligations to give punters relevant information about commissions earned by

were soon let loose once more, their fangs eager to drip with the financial blood of lenders who may have profited from interest rates hiked on the back of historic commission agreements. The FCA’s probe has since been scrutinising deals which may potentially feature dodgy payments dating from 2007 onwards, when the Financial Ombudsman Service assumed responsibility for overseeing consumer credit, and run right through to discretionary commissions’ demise in 2021.

Usual suspects are all in the firing line. Lloyds Banking

The FCA’s target for opprobrium was a “discretionary commission” model incentivising dealers to push for higher interest rates on loans, thereby raising overall costs

dealers. But then nothing much happened for a while. Any action was put on hold, as part of an implementation moratorium during the Covid-19 pandemic’s early peak. Eventually, though, the proposals were revived. Discretionary commissions were banned and commissions disclosure rules introduced in January 2021.

However, that wasn’t the end of it. Those FCA attack dogs

Group is the most exposed, as largest UK motor and motorcycle finance lender through its Black Horse business. City analysts reckon it could be on the receiving end of a £1.8bn compensation hit. Other familiar corporate faces assailed by a barrage of claims include Santander, Close Brothers and sub-prime specialist MotoNovo. The latter has been in receipt of especially brutal treatment by

consumer lobbyists.

Some pain has already been felt. A recent clarification of the FCA’s probe range knocked the share prices of both Lloyds and Close Brothers. That same dose of enlightenment also set alarm bells ringing, as analysts revised their estimates of total overall exposure. The headline figure has now rapidly climbed from £4bn to in the region of £13bn, based on guesswork that borrowers had overpaid at least £7bn. Just like PPI misselling, flexible measurement of compensation scale relies on the “how long is a piece of string?” thesis.

Anyway, multitudes of holierthan-thou claims management practitioners are clapping their hands with glee, as a fresh feeding frenzy of facilitation fees rides into view. Perusing their websites, packed with feigned outrage at rip-off lenders and greedy dealers, and promising to set the world to rights for only a “modest” share of resultant compensation, makes for a grim read. It ain’t going away any time soon, either. A subject capable of attracting stern column inches of reportage in newspapers at opposite ends of the intellectual spectrum – uniting The Sun and Financial Times – has serious staying power.

For the motor and motorcycle trades, reputational damage

International Share Prices

USA – HANGOVER CURE

After a steady stream of record highs for US equities, the tide turned. Discouraging economic data included stronger than expected January inflation figures and a rise in core US producer prices, denting hopes for interest rate cuts. So Wall Street indices edged lower.

The NASDAQ Composite closed 1.3% down, its first significant reversal this year. S&P 500 blue-chips also finished 0.4% in arrears and the Dow Jones Industrial Average copped a 0.1% loss. However, S&P’s MidCap 400 was buoyed by retail traders seeking bargains and improved by 0.7%.

Among powersports players, Harley-Davidson was a beneficiary despite poor full-year results, although its LiveWire e-PTW spin-off was a loser. Ideanomics, which is NASDAQ quoted, held station after its majority-owned Energica electric

motorcycle subsidiary in Italy announced a deal to supply powertrains to Denmark’s revived (and now electrified) historic Nimbus bike brand.

EUROPE – ACKNOWLEDGED SUCCESS

European market indices ended the week on a high, with the region-wide Stoxx Europe 600 adding 0.6%, Frankfurt’s Xetra Dax 1.1% up and the FTSE MIB in Milan putting on 1.8%. A succession of robust quarterly and fullyear corporate results were largely responsible. As yet, these do not include data from BMW, Ducati or scooter superstar Piaggio.

In Austria, the Wiener Börse ATX gained 1.4%. But that didn’t signify much admiration for local hero KTM parent Pierer, whose lamentable annual profit slump revealed in preliminary full-year results was duly punished.

JAPAN – THE ONLY WAY IS UP?

Once more, Japanese stocks vectored in on record highs, as Tokyo and Osaka’s Nikkei 225 index stacked on a 4.3% gain and intermittently poked its nose through the 37,000-point line not seen for 34 long years.

Corporate results were to the fore, but Yamaha’s full-year revelations drew the wrong reaction from traders. This showcased an excellent performance by the motorcycle division in 2023, but forecast a decline in profitability in 2024, which left a sour taste in the mouth for investors and an immediate share price reversal.

INDIA – HARVESTING EXPLANATIONS

Mumbai’s S&P BSE Sensex 30 and NSE Nifty 50 market indices signalled rejection of previous gloom and both turned

is a real worry, apart from the embarrassing fact that a lucrative commission wheeze has dried up. How many treasured repeat customers have now suddenly discovered that a previously admirable local bike dealer wasn’t actually their best friend? Will that translate into showroom pointof-sale borrowing reluctance? In the currently challenging commercial climate, it could prove to be an existential threat. Worth bearing in mind.

Nevertheless, personally, I find it difficult to take the moral high ground. From that perspective, mis-sold finance to complete the sale of a motorcycle is a seductive proposition when times are tough. Most dealers have

lied unashamedly at some point, to foist complete turkeys onto gullible victims

leveraged commission bungs hardly constitute a crime of the century.

Most dealers have lied unashamedly at some point, to foist complete turkeys onto gullible victims out of desperation. The only righteous angels you meet in motorcycle dealerships tend to be the variety from Hell

out of desperation. The only righteous angels you meet in motorcycle dealerships tend to be the variety from Hell. A few

Glancing through Financial Conduct Authority blurb, there’s some confusion about whose side it’s on. The lead role seems to be championing often undeserved consumers by reducing their lifestyle costs come what may.

Bankers clearly don’t get a fair crack of the whip. Besides the FCA on their neck, the Bank of England’s Prudential Regulation Authority also inflicts relentless fines with an even bigger stick. A recent example saw HSBC casually robbed of £57.4m for a notional failure to protect customer deposits, should the unlikely prospect of another financial sector collapse occur. So what’s wrong with banking institutions’ dedication to making obscenely massive profits? Perhaps the equally massive tax contributions they deliver to the public purse, funding myriad good causes, should register on popular sentiment too. 

positive by 1.2%. Rather than sound commercial reasoning, enthusiasm for the ruling Hindu nationalist BJP’s certainty in winning this year’s general election was apparently a driving force.

Worries over Hero MotoCorp’s ongoing tax dispute with BJP-controlled regulators helped it become the sole non-beneficiary of the market’s positivity. Mahindra & Mahindra flagged up the biggest gain, thanks to record tractor sales. A few thousand BSA motorcycles would hardly get comparable attention.

CHINA – DAMP SQUIB HOLIDAYS

Chinese holiday celebrations meant activity in the world’s second largest economy remained entirely frozen. Motorcycle manufacturers weren’t manufacturing, and export shipments were also on hold for the duration.

France

Spain Italy Germany

January 2024

1. Honda ............. 1333 (+2.6%)

2. Yamaha ............. 702 (-0.9%)

3. Triumph ............ 616 (+80.6%)

4. Suzuki .............. 420 (+40.5%)

5. BMW .............. 327 (-9.7%)

6. KTM 274 (+9.6%)

7. Lexmoto 254 (+23.3%)

8. Royal Enfield 167 (-28.0%)

9. Kawasaki 166 (-5.1%)

10. Piaggio 137 (-11.0%)

January 2023

Registrations ricochet

Registration statistics supplied by the MCIA; tel 02476 408000; www.mcia.co.uk

Full-year motorcycle registrations data from key European markets

Success across Europe

ALL MAJOR EUROPEAN MARKETS saw increases in motorcycle registrations throughout 2023, with Italy performing best, up 18%. The only exception to the all-year upswing was a slight tail-off in November and December for Germany.

Unfortunately, the moped market was the polar opposite, with all of the major players (Belgium, France, Netherlands, Germany, Italy and Spain) seeing significant losses. Belgium was least-bad, with a 3.8% reduction, while the Netherlands and Germany had the most torrid time, both suffering massive falls of more than 40% in sales.

Electric PTWs also had poor

results across the board, with every country and every sector down in comparison to 2022.

ACEM secretary general Antonio Perlot commented: “The European PTW market continued its overall growth in 2023, albeit with a mixed picture. The long-term growth trend for motorcycles is a reflection of consumers’ preferences for commuting and leisure. Depending on the national market, the drop for mopeds highlights a continued shift to light motorcycles, fluctuations due to rebalancing after strong growth in 2022 or a continued compression due to unfavourable urban mobility and incentives policies”.

BOUNCING OFF A FAIRLY GRIM year-end and a particularly poor showing 12 months earlier, January’s modest registrations positivity had a lot to do with the unusual appearance of pre-season model releases courtesy of Triumph and BMW Motorrad, aided and abetted by more cheeky fleet sales from Yamaha and Suzuki pushing hard. So at least, for some dealers, it was worth going to work.

Total headcount was 4.8% up to 6043. The petrolhead contingent rose by 4.1% to 5790, and battery-electric stuff asserted its presence with a 25.9% surge –albeit to only 253 units. Scooters led on a 9.9% advance to 1590, mopeds added 5.3% to 357 and motorcycles grew by 3.4% to 4066. Oh and yes, some 30 trikes were 33.3% in arrears too.

segment gain. The 501-750cc range wasn’t so lucky, falling by 23.8% to fewer than 500 bikes. However, 751-1000cc popularity didn’t wane, boasting a 36.3% lift. Finally, although 1000cc-plus products were 7.2% down to 755 units, 13% of them were top-dollar BMW R1300GS steeds.

The best-selling brands chart held a few surprises too.

January’s modest registrations positivity had a lot to do with the unusual appearance of pre-season model releases

In the ICE sphere, up-to-125cc mobility and last-mile delivery products retreated marginally by 1% to 2482 units. But a 315-strong fleet factor of NMax 125 scooters kept Yamaha’s corporate till jingling, and Suzuki’s emporia made their mark with a wedge of GSX-S AND GSX-R 125 pocket rockets. Stepping up to the 126-500cc slot, Triumph dealers plated 130 samples of the new-for-2024 Speed 400 single. Although it’s fair to assume some would have been demonstrators, that contributed to a 24.9%

Inevitably, Honda clung to leadership, a thin 2.6% increase and sole ownership of a four-figure tally. Runner-up Yamaha was a long way behind, and 1% down.

More than 40% of its registrations constituted the aforementioned NMax 125 fleet. Triumph in third had real bragging rights, adding 80.6% thanks to serried ranks of Speed 400 and some 660 Trident tackle in a budget bonanza.

Suzuki beat BMW Motorrad to fourth spot, 40.5% up against a Teutonic 9.7% slump. (How Suzuki’s fortunes have changed!). KTM and then Lexmoto followed, respectively on 9.6% and 23.3% gains. Royal Enfield crept into eighth but was 28% down year-onyear. Kawasaki and then Piaggio closed the door with respective 5.1% and 11% losses.

Roger Willis BDN Financial Editor

Year starts strongly, but electric adoption remains slow

With the final months of 2023 signalling a challenging time for motorcycle sales, it is promising to see a turnaround as we enter 2024. It is encouraging to see these positive sales when we look at the current economic climate and the impact of the usual winter months,” says Symon Cook, head of the NMDA, commenting on the latest MCIA registration figures.

In January, there was a 4.8% increase in total registrations year-on-year, from 5765 to 6043 units. Total moped and motorcycle sales increased by 5.3% and 5.1%, respectively.

Most motorcycle style categories saw an increase in registrations. The adventure and modern classic categories witnessed the most significant rises, going from 978 to 1128 and from 524 to 631 units respectively, equating to increases of 15.3% and 20.4%. Looking at the figures, most motorcycle categories continue to see growth. However, some saw a slight decrease, such as competition, which saw a drop of 8.6%, and touring, which saw a decrease of 43.4%.

In the current market landscape, electric registrations increased from 201 to 253 units, a year-on-year increase of 25.9%, signalling that electric adoption is slow, but steadily increasing.

January’s figures also revealed a decrease in 501-750cc motorcycles of 23.8%, however, 126-500cc motorcycles saw an increase of 24.9%, and 751-1000cc saw a rise of 36.3%.

Honda remains the top-selling brand in the market, with 1333 units sold in January. Yamaha comes in second with 702 units. Triumph completes the top three with 616 units, whilst Piaggio completes the top 10 with 137 units.

Cook concluded: “With January typically being a slower month for two-wheeler registrations, these figures signal a good start to the year. Regarding electric motorcycle registrations, it is great to see a slight increase, considering that these have typically struggled, especially in comparison to their four-wheel counterparts. We can expect and hope this increase will continue throughout the year. Hopefully, as the year progresses, so too will the registrations of all types of motorcycles.”

Glass’s motorcycle market overview

DATA PUBLISHED BY THE MOTOR Cycle Industry Association (MCIA) showed that registrations in January grew by 4.8% compared to 2023, so a positive start to the year. Among the leading categories were modern classics, adventure bikes and scooters. Recent feedback from dealers suggested that enquiries and sales activity in January were reasonable, with some dealers reporting a more robust market than last year. However, some of this can be attributed to stronger manufacturer promotions on outgoing 2023 models, which is very different to the last few years, where deals and promotions were largely absent.

The Triumph 400 Speed and Scrambler models continue to be a significant success, with dealers having solid preorders. The new Suzuki GSX-S1000 GX has also been well received, as has the GSX-8R. The Kawasaki ZX-4RR is also a popular choice.

Stock supply and lead times are largely back to normal, and most dealers are well stocked, although a significant number have too many unsold 2023 machines.

USED MOTORCYCLE FEEDBACK

Used sales and enquiry levels were quieter in January, largely a result of stronger new sales. Some dealers have continued with their winter sales later than normal. As with the new market, stock levels remain high and are also very different from the

last few years. Some dealers and traders are not actively buying at present, which is unusual for the time of year.

Although it is a little early in the season to see any major trends developing, there continues to be some evidence of a shift towards smaller and lighter machines. This is likely a result of an ageing rider demographic looking for an easier and more comfortable riding experience.

OUTLOOK

January’s weather was typically mixed, with some colder and drier spells alternating with wetter periods.

February has started on a mild note, albeit the threat of a cold snap and some snow remains. Residual values have declined significantly since last summer, but Glass’s expects values to stabilise moving into March.

Paul McDonald Leisure Vehicles Editor

NATIONAL MOTORCYCLE DEALERS ASSOCIATION

Online Auction

Every 3rd Thursday @11.00am

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Used bike data

What’s hot and what’s not in the used-motorcycle world

NEW MODELS PULL IN THE TRAFFIC

IT WAS CLEAR FROM THE JAM-PACKED DEVITT Insurance MCN London Motorcycle Show, held in mid-February at ExCeL London, that there’s a lot going on in the bike industry this year.

And that’s reflected on the MCN website, with the latest launches drawing loads of traffic. Specifically, the 2024 KTM 990 Duke is the most popular naked bike review, Suzuki’s new GSX-8R is the sportsbike review everyone’s looking at, and Honda’s CB500X replacement, the NX500, is the adventure bike of choice.

Bikes for Sale

Most viewed models

1. KTM 1290 Super Adventure R

2. Honda GL1800 Gold Wing

3. Honda NC750X

4. Honda CRF1000L Africa Twin

MCN Bikes for sale views by sector/type

5. Yamaha R1

6. Honda CBR1100XX Super Blackbird

7. Honda VFR800

8. Honda CB500X

9. Harley-Davidson Fat Boy

10. Suzuki GSX1300R Hayabusa

MCN Reviews

Most viewed brands

Review views by sector/type

9.

10.

Top 5 Bike Reviews by type

Over in the bikes for sale section, there is a surprise at the top of the charts: the mighty KTM 1290 Super Adventure R is the most viewed bike on our platform. That’s followed by the perennially popular Honda pairing – the Gold Wing and the NC750X. Honda accounts for 21% of all our bikes for sale, while naked bikes account for 20%.

GARETH EVANS Online editor, MCN

END-OF-YEAR BOOST SEES USED SALES ROCKET

AS THE END OF YEAR STATISTICS ROLL IN, WE ARE able to take stock of the used bike market in 2023.

After the strong sales volume of used bikes in 2022, 2023 almost, but not quite, matched it, falling a mere 1% behind and a useful 7% higher than the prepandemic year of 2019. In part, this success was thanks to a significant boost in the number of secondhand sales in January, with Auto Trader figures indicating a 14% year-on-year improvement.

Despite the apparent uplift in sales, the average

number of days it took to sell used stock in December increased to 48, the highest since 2019. A full 75% of the fastest-selling top-20 models were 125cc commuter fare.

Further analysis of Auto Trader’s website visitor demographic shows that there was an average of 2.6m visitors a month for the last quarter of 2023, with 62% of them looking to buy a bike in the next three month period – just in time to enjoy it as the days get longer and the temperatures become more conducive to enjoying two-wheeled transport.

USED BIKE TRANSACTIONS YOY – DVLA DATA USED BIKES SOLD BY MONTH

USED BIKE MARKET HEALTH

For the first time in more than 12 months the market health metric, a calculation comparing used bike demand from consumers with the supply of secondhand machinery to the trade, was positive. This was a result of increased consumer interest rather than a constriction in the supply of suitable stock

The Keeway Superlight was the fastest-selling bike on Auto Trader’s website in

Market Watch

Trade & industry report with cap hpi motorcycle editor

Alan Elsworth

In the first months of the year, the Governor of the Bank of England (BoE) said he was not overly concerned about a downturn, arguing that it was likely to be shallow and shortlived. Analysts now expect official data to show that the economy shrank by 0.1% in Q4 of 2023, the second consecutive quarterly contraction, meaning the UK has officially fallen into a recession for the first time since the start of the pandemic.

Higher interest rates, used in an attempt to tackle inflation, are slowly working. However, the BoE said that weak investment and productivity growth has also constrained growth in the economy’s supply capacity, and could keep inflation high, making the BoE cautious before it commits to cutting borrowing costs.

UK wage growth also eased by less than expected in the three

USED MARKET

Nmonths to December, to 5.8% from a summer peak of 8.5%.

Wage growth pushes manufacturing costs up, consequently fuelling inflation.

from the position of positivity over the coming few years and expectations are still for robust residuals when the current sold units return from the PCP

It is evident when looking over the period since the pandemic started, that the UK has had mixed fortunes

The BoE’s 2% target for inflation will mean interest rate reductions are unlikely for several months. There is, however, a glimmer of hope. January’s annual inflation rate unexpectedly held at 4%, and food actually fell in price for the first time in two years; it’s just a matter of getting through the coming months, or more likely, this year.

In the long-term outlook, there is still no reason to move

ot much has changed over the latest research period, with large-scale buying of stock still muted and, consequently, no sign of trade price increases in the rush to populate showrooms with more stock that are already sufficiently stocked for at least the short term.

There are, as usual, exceptions to the rule, with some dealers having a reasonable few weeks or months, but the consistency is sparse. One explanation possibly causing this unusual pattern for the time of the year is that 2023 prices were still robust until halfway through the year when retail started to suffer across many industries.

Residual stock still in dealerships at a higher price than the market would suggest it should be, compounded by earlier, reducing demand left the “summer stock” hanging around long after the curtailed high selling season. Much depends on clearing this overage, wrongly priced inventory clearing into retail ownership, while space for new stock perhaps being the least worry, money tied up that is not available to invest in fresh stock is more of a concern. All this has led to another reduction in reported prices this month.

contracts being predicted in Motorcycle Monitor.

The latest Motor Cycle Industry Association registration figures for January get the new year off to a positive with an increase over the same period of 2023. It’s only one month, and in no way can a long-term pattern be read into it, but it is going in the right direction. Hopefully, one thing that will become clearer as the year unfolds is that the

AUCTION OVERVIEW

IT WILL COME AS LITTLE SURPRISE AFTER reading the used market section that auction performance is also significantly lower than could be expected at this time of the year. The biggest sale at BCA, although seeing a similar number of entries, finished selling less than half of the lots when compared to close to three-quarters of last year, and prices realised were 10% behind, even after continuing reductions this year when 2023 over the same period saw increasing reported prices in Green Book. As mentioned above, a lot of this can be put down to entries not being sold to avoid losses from the stand-in values and, of course, lower demand.

market comparisons with the preceding year will become a “real” reflection of change, as the Covid years model mix changes have now washed through.

Every so often, it’s good to look at our continental neighbours to understand how the UK market is performing compared to the wider market. The European trade body ACEM recently published figures for the full 2023 year. It is evident when looking over the period since the pandemic started, that the UK has had mixed fortunes. There are probable reasons for much of the variances between countries due to the pandemic’s differing effects in different places. One thing that is quite obvious, with 2023 possibly being the first year free of the pandemic impact, is that the UK, being the only country in an unfavourable position, has returned to normality slower than similar continental markets.

In the Fleet Auction Group sale, 50 of the 60 entries were sold, with an overall return compared to CAP figures, similar to the BCA result. Consisting mainly of manufacturer lots, the proportionally double amount selling is attributable to significantly fewer dealer entries where overage/priced stock is not affecting the ability to dispose of it without financial loss.