How to import a classic motorcycle

In theory, it’s a great idea: buy a classic overseas, where they’re more plentiful and hopefully cheaper. It’s become a mini-industry, or even a national sport – sourcing older toys from places like Japan and the USA has become a full-time occupation for a few operators and maybe a pipe dream for the rest of us.

Why bother when there are plenty of motorcycles already for sale over here? Simple. Thanks in part to the advent of concessional registration in all states for older/classic vehicles, there is more demand than ever for older motorcycles. Called classic or club rego, the cut-off dates are 25 or 30 years depending what state you live in.

As an example, in Victoria, a first-model Ducati 916 from the 1994-95 will cost you around $700 per year on full registration. Club plates will cost a fraction of that at around $90 for 45 days of use, or double that for 90 days. So, if you had one – or a poster of one – back in the good old days and now fancy reliving your youth, there’s a pretty good financial incentive to join in.

The catch is that the Aussie motorcycle market was still in the doldrums when they were new, so not many were sold locally at what was a then hair-raising price of $25,000 plus on-road costs for the Strada. Because we have year-round riding in most parts of the country, some of them will have been worn out. And because first-model 916s are very much on the collector radar, demand is stronger than ever.

Tapping into bigger markets like Japan and the USA makes all sorts of sense. Severe winters in some parts mean that motorcycles often get tucked away in a corner of the garage for at least half the year and often forever as the owner switches their affections to other things, like a shiny new model, cars, or girls, boys…whatever! Therefore your chances of getting a clean low-miler offshore are often higher.

Or maybe it was rare to start with, such as the 1993-94 Moto Guzzi Daytona ‘Doctor John’ replica, of which around 1300 were made. There are only a handful over here, but you’ll find the odd one stashed away overseas.

This thinking even extends to less exotic kit such as Suzuki’s first model 1999 Hayabusa. They sold like the proverbial hotcakes in this country and across the globe, but try to find a good clean example these days – it’s very difficult. That’s because they got thoroughly used and abused, like any Japanese performance bike of the era. No-one was thinking about long-term collectability.

Yet, there I was late last year buying a recent import out of Japan, in stunning condition and with low miles as that was the only way of getting one at a reasonable price.

So what’s involved? You can do it as an individual, but you will need to clear several hurdles in the process, namely…
• Find the bike
• Get an import approval
• Connect with a shipper
• Get a customs agent
• Get it across the docks
• Ensure it’s on the national register with its own VIN
• Go through the registration process

It takes time and good organisation, and beware the costs involved which include taxes, plus shipping and custom fees. All of that can make an alleged bargain something of a trial.

If you go through all of this, it makes economic sense to bring in more than one motorcycle. Your first step is to get familiar with the process of getting an import approval. Without that, nothing happens.

The rules have changed and loosened up in recent years, so bringing in something that’s 25 or more years old have become more relaxed, though you still need to be on top of the process. That, by the way, includes ensuring the vehicle is free of asbestos.

Along with the relaxation of the regs came a new system where any vehicle has to have a 17-digit VIN (Vehicle Identification Number) regardless of age. Later machinery will already have one, which needs to be put on the Australian register, while the Feds will allocate one to older machinery.

I’ve bought a gaggle of imported classics over the years and have cheerfully dodged the DIY process, which can start to feel like a full-time job. There are several local importers who already do this (see the list at the end of the story) and are bringing in regular shipments. Plus, they generally use overseas ‘spotters’ who can source something for you to order.

Buying through them saves a lot of headaches and the good ones will be open about the real condition of the motorcycle. If it has damage, they know it’s easier for everyone if you’re up front about it. My experience in that area has been pretty good.

My main piece of advice here is get the VIN and ensure it’s on the national Register of Approved Vehicles (RAV).

Once it’s legitimately in the country, your next issue to register it. The process varies enormously from state to state. In general, the closer the bike is to stock condition, the easier it will be to get through. Standard exhausts are a huge plus as are, believe it or not, standard brake lines. Lots of inspectors will be checking them for the DOT test markings.

Also be aware that in some states the process is different depending on whether the machine is going on full registration or club plates. This is where getting on to your local road authority website early, and even on the phone, can pay big dividends.

To give you an idea, the Queensland process seems to be admirably straight-forward. Get the vehicle inspected and turn up with your paperwork including the all-important import approval.

In Victoria, you need to get an engineer inspection (called a VASS), plus a roadworthy inspection, then a third vehicle ID check if it’s going on full registration. The third step is skipped for club plates, though your club scrutineer will have to do the honours in that case. All up, you won’t get change out of $900. That’s before you pay the registration fees.

Just be aware that any inspection for ADR (Australian Design Rule) compliance may involve a couple of wrinkles. For example, an ex-USA 1975 Honda Gold Wing I put through the system had issues with ADRs because it had front running lights and a mile-per-hour speedo.

Neither of those things were a problem for a roadworthy inspection, but they were for an ADR compliance check. If in doubt talk to people ahead of time.

Of course, if you can find something has already been registered in Australia, nearly all of the complication goes away. Then it becomes a relatively straight-forward task that applies to most other vehicles.

Hopefully, this hasn’t scared you off from buying a recent import. Just keep in mind you need the basics: a copy of the import approval and evidence of a logged VIN or previous registration in Australia.

The upside is huge. I’ve picked up motorcycles that I simply couldn’t find for reasonable money in the local market. And that’s a good thing, isn’t it?

This is what the road authorities say they require to register an older grey import. Note that this is in addition to a copy of the federal import approval, which is required everywhere.

NSW: AUVIS (blue slip) inspection
Vic: VASS (engineer) inspection + Roadworthy Certificate (RWC)
Qld: Safety Certificate inspection
SA: Vehicle Identity Inspection + Roadworthy Certificate (RWC)
WA: Safety Certificate inspection
NT: Engineering certification + Roadworthy Certificate (RWC)
Tas: Vehicle Inspection at an approved supplier (AIS)
ACT: Certificate of Inspection

Federal guide to importing a vehicle

Note that if your copy of the import approval is lost, an excerpt can be requested from the Department of Infrastructure.