2005 Yamaha XVS1100 1.1L Petrol · B28 CRW

A consistent run of clean passes across the eight recorded MOT tests gives this Yamaha XVS1100 a track record of roadworthiness free from repeat advisories or recurring defect categories. The most recent test on 3 September 2026 recorded no defects, continuing the pattern established by the 2025, 2024, 2022 and 2020 post-repair examinations. The single failure in the entire history occurred on 1 June 2020, when the rear shock absorber was marked as having negligible damping effect alongside a heavily worn rear tyre and brake binding issues at both ends. That failure was clearly resolved, as the re-test just eleven days later on 12 June 2020 passed with no advisories, and no suspension or brake-related items have resurfaced in any of the five subsequent annual tests. This is a stable pattern rather than a deteriorating one, with the 2020 episode reading as an isolated event tied to consumables and a single shock absorber rather than a systemic weakness. Against a 21-year vehicle age, the recorded 8,434 miles equates to an average of roughly 402 miles annually, which is very low usage for a motorcycle of this type. The testing record also reveals gaps that confirm prolonged periods off the road: after consecutive passes in 2013 and 2014, there is no recorded test until June 2020, indicating at least six years without an MOT, and a further two-year gap between the 2022 and 2024 entries. Low annual mileage combined with extended lay-up periods tends to place greater stress on items that degrade with disuse rather than with use, notably the battery, internal engine and gearbox lubrication seals, fuel system components, brake caliper pistons and pivot hardware, and exposed metalwork prone to surface oxidation. The 2020 brake binding defects and the failed rear shock are consistent with this kind of inactivity-related wear, and the same risk profile applies again now given another stretch of limited use between annual tests. For a prospective buyer, the components flagged in the 2020 failure deserve direct physical attention on inspection and during a test ride. The rear shock absorber should be checked by compressing the suspension firmly while unladen and watching for smooth, controlled recovery rather than a rapid rebound or a clunk, and any sign of oil weeping from the shock body would indicate the damper has lost its gas or oil charge. Brake function should be evaluated by rolling the bike forward and rearward on level ground with the engine off to confirm both wheels spin freely with no roughness or grabbing from the calipers, and on a ridden test the front and rear levers should feel progressive rather than spongy or accompanied by squealing or pulling to one side under braking. The rear tyre, which was already close to the legal limit in 2020, will need careful scrutiny of its tread depth across the central portion and any flat spotting or sidewall cracking from standing, particularly given another six years of low-mileage use since that advisory. General condition checks should also focus on the usual consequences of long-term storage. The battery should be load-tested rather than merely voltage-checked, as a unit left discharged will hold reduced capacity. Brake and clutch fluid should be inspected for dark discolouration, which would indicate the fluid has absorbed moisture during standing periods and warrants replacement regardless of any MOT observation. Fuel lines, the petcock and any visible rubber should be examined for perishing, the chain and sprockets checked for tight spots or corrosion pitting from lack of lubrication, and any chromed or aluminium surfaces assessed for surface oxidation. A short ridden test should confirm steady tickover, clean throttle response, no misfires or smoke from the exhaust, and neutral selection without clunks, all of which would help confirm that the engine and gearbox internals have not suffered from extended inactivity.