Long time since I've been on here.

I've got a 3TJ/600 hybrid track bike and a 3TJ (400) project 95% done.

I want rid of one, so was wondering what the market was like ie whether to try to sell whole or whether to make a road bike out of the 600 hybrid and sell off the 400 parts.

Any views?

i sold a 3tj with mot and tax for £700 if that helps? bodywork was sound but paint not the best.

What's the 5% of the 400 left to do ?

tbh, and this goes against every fibre of my being, cos i'd love to say the hybred,
BUT i'd keep the 400
this is probably a contentious issue, but in the not too distant future you aint gonna get insurance on a hybred
that'll just be one mod to far for the insurance, that or you'll get spanked by em for a SPECIAL bike policy
just my tuppence worth

What's happening in the not too distant future or is this just a trend by the insurers?

I think you may have a point; I've pulled the auctions to take stock of where it's all at (plus I found out I'm working on site for a couple of weeks, so don't need the hassle of the eBay "small part scavengers")

Let me know if you've got any small parts !!!

It's kinda good you might finish the bike and keep another bike on the road maybe use this thread to tell us how you're doing

plodder wrote:What's happening in the not too distant future or is this just a trend by the insurers?

well they think it's trendy,
the top 3 insurers only take 3 mods per bike, tank patch, heated grips and top box all count (wouldn't exactly call them mods)
anything that wasn't on the machine when it left the factory is a modification, unless fitted by the dealership,
and must people have experience of dealership fitting
the specialist insurers will eventually fall into line,
OR your gonna pay double for being a bike modifying mentalist

Hogdigerdy Dog wrote:

plodder wrote:What's happening in the not too distant future or is this just a trend by the insurers?

well they think it's trendy,
the top 3 insurers only take 3 mods per bike, tank patch, heated grips and top box all count (wouldn't exactly call them mods)
anything that wasn't on the machine when it left the factory is a modification, unless fitted by the dealership,
and must people have experience of dealership fitting
the specialist insurers will eventually fall into line,
OR your gonna pay double for being a bike modifying mentalist

Plus the EU "type approval" not officially fitted at manufacture legislation has recently just been knocked back but will come up again via Brussels "sprouts". !!!!!!!
Customisation of any vehicle and especially motorcycles leaves insurance companies very liable for unwarranted costs that they cannot account for.They like neat little packages.
Hourly rates for specific jobs on standard machines are easily obtainable via manufactures warranty timetables as are replacement parts.
A simple engine exchange however usually involves mounting bolts from X,brackets from Y,hoses from Z and so forth. This is too much for them= either massively increase premiums to discourage or cover themselves or simpler=not insure liability.
Insurance companies continiously look to ways of not paying out via small print and ways to legitimately increase profit margins by higher premiums.
All the flood damage claims,ambulance chaser solicitors,whiplash frauds etc have to be paid for.
When you see 5/6K bikes cat C rated because of minor cosmetic damage its obvious what is going on.
Accessors are not of the trade background of 20 years ago,neither are repair shops.
After recently getting back into mcyles after a long absence I was incredulous on finding, in an area of 20 or so motorcycle traders only about 4 had facilities to plastic weld of which only one was competent and not one could then refinish the panel or even direct me to the respective paint shop they used,thats with a specialized motorcycle decal maker not 100 yards away aswell.
Now I dont know how many of you have tried to get one man to repair and another to refinish but when things are not to satisfaction then you can bet your boots on one blaming the other and neither prepared to accept liability.
A good example of costing would be;17" rear wheel mod on 400 s.How many non standard parts are utilised?,how much machining,how much does it cost to replace but more importantly how much would it add to value of motorcycle at salvage or resale,invariably the latter is much less than expenditure.

Truly it costs a great deal to be a motorcycle enthuisiast.We pride ourselves on maintaining and salvaging obsolete machinery and upgrading to modern standards yet are scorned by institutions we support finacially.

A simple engine exchange(about 3 hours) on something as basic as a series landrover now causes the DVLA to request confimation and proof of which accredited garage did the replacement>I have still to convince them yet it was done by myself unaided at the site of the breakdown.

willandrip wrote:

Hogdigerdy Dog wrote:

plodder wrote:What's happening in the not too distant future or is this just a trend by the insurers?

well they think it's trendy,
the top 3 insurers only take 3 mods per bike, tank patch, heated grips and top box all count (wouldn't exactly call them mods)
anything that wasn't on the machine when it left the factory is a modification, unless fitted by the dealership,
and must people have experience of dealership fitting
the specialist insurers will eventually fall into line,
OR your gonna pay double for being a bike modifying mentalist

Plus the EU "type approval" not officially fitted at manufacture legislation has recently just been knocked back but will come up again via Brussels "sprouts". !!!!!!!
Customisation of any vehicle and especially motorcycles leaves insurance companies very liable for unwarranted costs that they cannot account for.They like neat little packages.
Hourly rates for specific jobs on standard machines are easily obtainable via manufactures warranty timetables as are replacement parts.
A simple engine exchange however usually involves mounting bolts from X,brackets from Y,hoses from Z and so forth. This is too much for them= either massively increase premiums to discourage or cover themselves or simpler=not insure liability.
Insurance companies continiously look to ways of not paying out via small print and ways to legitimately increase profit margins by higher premiums.
All the flood damage claims,ambulance chaser solicitors,whiplash frauds etc have to be paid for.
When you see 5/6K bikes cat C rated because of minor cosmetic damage its obvious what is going on.
Accessors are not of the trade background of 20 years ago,neither are repair shops.
After recently getting back into mcyles after a long absence I was incredulous on finding, in an area of 20 or so motorcycle traders only about 4 had facilities to plastic weld of which only one was competent and not one could then refinish the panel or even direct me to the respective paint shop they used,thats with a specialized motorcycle decal maker not 100 yards away aswell.
Now I dont know how many of you have tried to get one man to repair and another to refinish but when things are not to satisfaction then you can bet your boots on one blaming the other and neither prepared to accept liability.
A good example of costing would be;17" rear wheel mod on 400 s.How many non standard parts are utilised?,how much machining,how much does it cost to replace but more importantly how much would it add to value of motorcycle at salvage or resale,invariably the latter is much less than expenditure.

Truly it costs a great deal to be a motorcycle enthuisiast.We pride ourselves on maintaining and salvaging obsolete machinery and upgrading to modern standards yet are scorned by institutions we support finacially.

A simple engine exchange(about 3 hours) on something as basic as a series landrover now causes the DVLA to request confimation and proof of which accredited garage did the replacement>I have still to convince them yet it was done by myself unaided at the site of the breakdown.

deep breaths and relax

we could start a whole site on the failings of the dvla + insurance, but i got wood to chop

OK chaps, I'm going to rebuild it standard. It was a Cat C bought for spares when I chucked my track hybrid down into Lodge at Oulton at ~100mph . But having fixed up the track bike, I have picked up parts form time to time and have enough to finish the road bike.

This year has been about getting the motivation to finish the 400. I sold my FZR1000 EXUP back in April and got back into cycling ~150 miles per week, so I haven't done a track day for just over a year and the 400 hasn't had a run for 18 months. But now that it's dark and getting cold, a bit of evening work getting the 400 sorted will be well spent and I'll get an MOT done before Christmas (or knowing what I'm like in about a fortnight).

I've always been dubious about the 400 engine on this one as it seemed to smoke, although when I've been running it of late it seems to be OK. A bit of smoke does not bother me really as the EXUP did it and of the 2 EXUPs I've had and the FZ750 before that, they all used oil. Once I start using it I'll be able to find out properly and sort it.

It's funny but I took the 400 down my street at the weekend as I've now got enough kit on it to make it rideabe. It feels really cramped and I did have a bit of bother riding it; I guess I'm just really used to the high perch on the bicycle and the 400 is so low and compact. Oh well, give it a ride or 2 and I'm sure it will come back.

At least after 9 months of cycling and eating properly, I'm 3 stone lighter than I was, so my leathers should fit once more and it won't hurt the acceleration one little bit.