The British Motorcyclists Federation has welcomed the announcement by Transport Secretary Alistair Darling that there is going to be more flexibility over speed camera policy.

Over-hyped by the over-zealous, speed cameras, sited sensibly, can nevertheless reduce speed-related accidents say the BMF, but news that cameras will now be seen as only part of local road safety schemes and not treated as the automatic panacea to road casualty reduction, is a welcome change in policy.

So-called ‘safety cameras’ are no substitute for proper policing say the BMF. Speed in itself is rarely the primary cause of an accident, but inappropriate speed is. What cameras have done is to allow police road traffic patrols to be reduced, hence the drop in drink-driving and careless driving cases - not because drivers are better, simply that the police are no longer around to see such offences committed.

Research by the DfT has shown that the effect of cameras has also been over estimated. It has been accepted that in some cases, ‘Regression to Mean’ has indicated that camera’s, sited after a short spate of accidents (a peak that would not necessarily have been repeated), have been credited with accident reduction when accidents would have dropped to a lower ‘mean’ - even without the camera. To then claim it was solely responsible for accident reduction is disingenuous to say the least. All such instances have done is annoy even the most responsible motorcyclist or motorist.

BMF spokesman Jeff Stone, said: “We welcome sensible road safety measures. The proposal to improve speed limit signing at camera sites is such a case. It’s in no-one’s interests to ‘catch people out’. Road safety is not a game; we want to see proper enforcement of the laws we have but by the police, not by machines. Drivers ignore the law on mobile phone use because they know there is little chance of being caught. It’s this sort of cavalier attitude that needs addressing, not inadvertent speeding.”

“We know from our surveys that the responsible rider and driver is not afraid of better policing. Motorcyclists invariably come off worse in car-bike crashes, we want to see driving standards improve and the best way is to make road policing more visible.”

The BMF will be writing to Alistair Darling in response to the announcement, including a request that a substantial part of the additional road safety funding now announced will be spent on police road patrols.

(this article was taken from insidebikes.com)

Here’s some seasonal advice from the MCI, who are keen to see parents thinking safety when it comes to buying mini motorcycle sand ATVs at Christmas.

The Motor Cycle Industry Advises Mini-Bike Caution at Christmas

Christmas is coming and the Motor Cycle Industry (MCI) is warning ‘buyers beware’ and encouraging extra vigilance when buying mini bikes for children.

MCI is aware that there has been a massive increase in the import of poor-quality copies of these very small 2-wheelers, from around 7,000 in 2001 to 70,000 in 2004. These machines are often sold at very low prices, from as little as around £100, via mail-order or internet outlets with no local retail presence or specialist training.

A bike purchased from a well known manufacturer will cost from around £1,000 upwards. This price is a guarantee of quality, service and after-sales support, so anyone who is considering purchasing a bike for a very low price should be extremely wary, as you usually get what you pay for.

A growing concern is that some of these suppliers are selling products using the branding of reputable products and to the untrained eye it can be almost impossible to differentiate between a copy and a legitimate product, especially if the purchase is made online. However, if a product is retailing for a significantly lower price than the manufacturer would sell it for, alarm bells should start ringing.

Basic safety features, on some of these cheap imported products are often omitted to minimise costs; for example some lack rear chain guarding which is designed to prevent possible injuries in the event of a spill. Customers buying bikes for children should ask the retailer if the model they are considering complies with the British Standard 7407: 1991.

Craig Carey-Clinch, MCI’s Director of Public Affairs said, “While there are less well known makes that offer good value, in this sector price and branding are a guide to quality. Products being offered at prices well under those of the international makes must be considered with caution.

“It is also important to remember that these off-road bikes are only for use on private property, with the permission of the landowner. Parks, playing fields and grassy areas can not be used by children on these bikes, as they are public rights of way. Anyone caught using them illegally risks fines or confiscation of the bike.
“Mini-bikes are designed for young people to enjoy their first experiences of motorcycling and it is imperative the machines are safe and used in the correct environment. The misuse of mini-bikes creating a negative image of motorcycling and having a detrimental effect on responsible, committed riders, and parents must help to keep their children safe and legal.”

Peace of mind for the customers of MCI member companies is offered by the Motorcycle Industry Conciliation and Arbitration Scheme which can help to resolve difficulties between customers and suppliers. To view the companies who are members of the MCI go to the public section on the website www.mcia.co.uk.

For information about where to ride a bike legally people can contact the ACU at www.acu.org.uk, AMCA at www.amca.uk.com and BSMA at www.bsma-motocross.co.uk.

(this bulletin was taken from insidebikes.com)

Here’s some seasonal advice from the MCI, who are keen to see parents thinking safety when it comes to buying mini motorcycle sand ATVs at Christmas.

The Motor Cycle Industry Advises Mini-Bike Caution at Christmas

Christmas is coming and the Motor Cycle Industry (MCI) is warning ‘buyers beware’ and encouraging extra vigilance when buying mini bikes for children.

MCI is aware that there has been a massive increase in the import of poor-quality copies of these very small 2-wheelers, from around 7,000 in 2001 to 70,000 in 2004. These machines are often sold at very low prices, from as little as around £100, via mail-order or internet outlets with no local retail presence or specialist training.

A bike purchased from a well known manufacturer will cost from around £1,000 upwards. This price is a guarantee of quality, service and after-sales support, so anyone who is considering purchasing a bike for a very low price should be extremely wary, as you usually get what you pay for.

A growing concern is that some of these suppliers are selling products using the branding of reputable products and to the untrained eye it can be almost impossible to differentiate between a copy and a legitimate product, especially if the purchase is made online. However, if a product is retailing for a significantly lower price than the manufacturer would sell it for, alarm bells should start ringing.

Basic safety features, on some of these cheap imported products are often omitted to minimise costs; for example some lack rear chain guarding which is designed to prevent possible injuries in the event of a spill. Customers buying bikes for children should ask the retailer if the model they are considering complies with the British Standard 7407: 1991.

Craig Carey-Clinch, MCI’s Director of Public Affairs said, “While there are less well known makes that offer good value, in this sector price and branding are a guide to quality. Products being offered at prices well under those of the international makes must be considered with caution.

“It is also important to remember that these off-road bikes are only for use on private property, with the permission of the landowner. Parks, playing fields and grassy areas can not be used by children on these bikes, as they are public rights of way. Anyone caught using them illegally risks fines or confiscation of the bike.
“Mini-bikes are designed for young people to enjoy their first experiences of motorcycling and it is imperative the machines are safe and used in the correct environment. The misuse of mini-bikes creating a negative image of motorcycling and having a detrimental effect on responsible, committed riders, and parents must help to keep their children safe and legal.”

Peace of mind for the customers of MCI member companies is offered by the Motorcycle Industry Conciliation and Arbitration Scheme which can help to resolve difficulties between customers and suppliers. To view the companies who are members of the MCI go to the public section on the website www.mcia.co.uk.

For information about where to ride a bike legally people can contact the ACU at www.acu.org.uk, AMCA at www.amca.uk.com and BSMA at www.bsma-motocross.co.uk.

(this bulletin was taken from insidebikes.com)

Royal Enfield UK have developed a low seat option for their popular new Bullet Electra-X 500cc single, in response to demand from the British public.

The average UK male is 5’9” (1.75M) and the average female is 5’4” tall (1.6M) and although the Bullet’s standard 82cm seat is not tall by modern standards, riders of less than average height sometimes struggle. The new low seat option makes the machine far more manageable for shorter riders and can significantly increase confidence.

The low seat option reduces the seat height by 4” (10cm) to just 72cm, comparable to a Harley Davidson XL1200R Sportster (at 71.4cm) and 5cm lower than the Triumph Bonneville (77.5cm).

The Bullet Electra-X, with its new all alloy lean burn engine, has been an instant hit with British riders following its launch at the end of 2004. As a modern interpretation of a classic British 500cc single cylinder power plant, it offers improved reliability, better fuel economy (regularly returning over 75mpg) and lower emissions than both its classic predecessor and contemporary multi cylinder alternatives. It now accounts for over 50% of Royal Enfield’s UK sales, hence the importance of a low seat option.

The Royal Enfield Bullet Electra with low seat sells for £3,582 on the road through Royal Enfield dealers and is covered by the standard 12-month warranty. Owners wishing to lower the seat on existing machines can purchase the low seat as an aftermarket accessory for £130 inc. VAT.

(this article was taken from insidebikes.com)

Autosport International 2006, 12-15 January, is storming forward, with more launches than ever before. A host of international drivers and top-flight cars from across the spectrum of motorsport are also lining up to attend the show, which is held at the NEC in Birmingham.

The biggest-ever collection of more than 600 performance and racing cars will be seen at the show. Some of these astonishing cars will be unveiled to the world for the very first time, while others will be making their UK debut. One of the headliners will be French manufacturers Ligier, who will make their first appearance at Autosport International and unveil the JS49 Sport Prototype.

Other launches come from Mitsubishi (with the L200 and the Lancer Evolution EVO IX), Subaru (with the new Impreza WRX STI), Alfa Romeo, Connaught, Radical, Team Spatz, Maybach, plus many more which are due to be announced over the coming weeks.

Red Bull Racing Formula One young gun Vitantonio Liuzzi will officially open the show on Thursday 12 January, while Bernie Ecclestone is travelling to the NEC to visit the show for the first time ever on Friday 13 January. ITV F1’s Louise Goodman and Paul Musselle will host the Live Action Arena, presented by Fulda Tyres, with a little help from Superbike supremo Jamie Whitham. The battle of the McRaes will see Jimmy McRae, still the most successful British Rally Championship competitor, go head-to-head with Russell Brookes, while Alister McRae is pitting his skills against Martin Rowe, both in identical Subaru Imprezas.

Grand Prix Racewear, the Motorsport safety equipment, performance parts and accessories supplier, are providing a massive 12% off all orders placed with them during the course of the show. This amazing offer is valid to all pre-registered trade visitors.

In celebration of Autosport International’s stunning 100 Years of Grand Prix Racing feature, presented by the Donington Grand Prix Collection, all trade day visitors will also get £7 off entry to the museum located at Donington Park, when purchasing two tickets.

For the latest information and tickets log onto http://www.autosport-international.com/ticketsandprices.asp

The Show is open 09.00 to 18.00 daily. Press day: Thursday 12 January 2006 Trade only: Thursday 12 & Friday 13 January 2006 Public days: Saturday 14 & Sunday 15 January 2006.

(this article was taken from insidebikes.com)

What does the future hold for Ducati? Comment and analysis by Alastair.

2005 has been an eventful one for Ducati and disappointing in many ways - not least in selling motorcycles, never mind losing the WSB title.

The recent announcement by the Italian bike maker that InvestIndustrial Holdings are keen to buy out the 33% Texas Pacific Group stake, seems like progress - but is it?

Anyone can see that the Italian motorcycle/scooter industry is in decline, with their volume scooter production likely to be swallowed up, or largely priced out of business by cheaper Chinese competition in a matter of a decade, or less.

Now factor in the costs of manufacturing, or at least assembling, low volume, high priced motorcycles within the EU, especially Italy. Although any company can source wheels, engine parts, transmission components etc from the Far East, it costs huge sums in wages, pension liabilities, sick pay, compensation claims etc to produce motorcycles in Italy, rather than say Slovakia, the Ukraine, or mainland China.

Ducati isn’t alone in facing these basic problems, Harley, BMW, Triumph, KTM, Aprilia/Guzzi and more all have more costs than Qianjing, Zonshen or Kymco. So too do the Japanese big four.

But Ducati has a fundamental product problem, which ten years of success hasn’t altered; it is still producing a fairly narrow range of V-twin engined bikes.

Where is the road going V4 GP replica bike? Why is there no Supermoto/enduro/commuter Ducati single cylinder bike, to replace the aged Monster? Why not have a big, soft, V-twin Ducati cruiser for the US and German markets?

Fact is, a Ducati 1000cc cruiser concept might have been more use in drumming up investment at Milan, than the niche market, expensive to build Hypermotard…even if it didn’t wow the local crowds.

Moreover, whoever buys out TPG’s stake in Ducati would find themselves lumbered with competing in several road racing series - to what end exactly?

The harsh truth is that racing doesn’t always sell bikes. Did people buy 916s because Foggy won on a handbuilt lookalike, or perhaps because the 916 offered a refreshing change to garish, and samey looking four cylinder Superbikes of the mid 1990s? Racing is like advertising - 50% of the time it never works at selling your product, but you don’t know which 50%…

THE FUTURE HAS TO BE DESIGNED

Unless Ducati drastically reduces its racing operations, diversifies its model range and comes up a flagship sportbike that is more beautiful than anything else around, then switching private equity funding around in the banking system won’t make a euro of difference in the long run.

Once, a Ducati looked special, truly unique, even if the bike did prove as reliable as an Austin Maxi. Now they stay together well enough, but where’s the beauty in a Multistrada, or the modernism in an ST3?

Ducati needs innovation, urgently, or it will become a marginal player in the global motorcycle market - a V-Twin owners fan club.

That will be a great loss to motorcycling - Ducati should stand for boldness of design, purity in terms of performance and a unique, easily identifiable sense of style.

(this article was taken from insidebikes.com)

What does the future hold for Ducati? Comment and analysis by Alastair.

2005 has been an eventful one for Ducati and disappointing in many ways - not least in selling motorcycles, never mind losing the WSB title.

The recent announcement by the Italian bike maker that InvestIndustrial Holdings are keen to buy out the 33% Texas Pacific Group stake, seems like progress - but is it?

Anyone can see that the Italian motorcycle/scooter industry is in decline, with their volume scooter production likely to be swallowed up, or largely priced out of business by cheaper Chinese competition in a matter of a decade, or less.

Now factor in the costs of manufacturing, or at least assembling, low volume, high priced motorcycles within the EU, especially Italy. Although any company can source wheels, engine parts, transmission components etc from the Far East, it costs huge sums in wages, pension liabilities, sick pay, compensation claims etc to produce motorcycles in Italy, rather than say Slovakia, the Ukraine, or mainland China.

Ducati isn’t alone in facing these basic problems, Harley, BMW, Triumph, KTM, Aprilia/Guzzi and more all have more costs than Qianjing, Zonshen or Kymco. So too do the Japanese big four.

But Ducati has a fundamental product problem, which ten years of success hasn’t altered; it is still producing a fairly narrow range of V-twin engined bikes.

Where is the road going V4 GP replica bike? Why is there no Supermoto/enduro/commuter Ducati single cylinder bike, to replace the aged Monster? Why not have a big, soft, V-twin Ducati cruiser for the US and German markets?

Fact is, a Ducati 1000cc cruiser concept might have been more use in drumming up investment at Milan, than the niche market, expensive to build Hypermotard…even if it didn’t wow the local crowds.

Moreover, whoever buys out TPG’s stake in Ducati would find themselves lumbered with competing in several road racing series - to what end exactly?

The harsh truth is that racing doesn’t always sell bikes. Did people buy 916s because Foggy won on a handbuilt lookalike, or perhaps because the 916 offered a refreshing change to garish, and samey looking four cylinder Superbikes of the mid 1990s? Racing is like advertising - 50% of the time it never works at selling your product, but you don’t know which 50%…

THE FUTURE HAS TO BE DESIGNED

Unless Ducati drastically reduces its racing operations, diversifies its model range and comes up a flagship sportbike that is more beautiful than anything else around, then switching private equity funding around in the banking system won’t make a euro of difference in the long run.

Once, a Ducati looked special, truly unique, even if the bike did prove as reliable as an Austin Maxi. Now they stay together well enough, but where’s the beauty in a Multistrada, or the modernism in an ST3?

Ducati needs innovation, urgently, or it will become a marginal player in the global motorcycle market - a V-Twin owners fan club.

That will be a great loss to motorcycling - Ducati should stand for boldness of design, purity in terms of performance and a unique, easily identifiable sense of style.

(this article was taken from insidebikes.com)