1990 Honda CG125 0.1L Petrol · H696 CKR

A 1990 Honda CG125 with a thirty-six year history showing five MOT tests, only one of which produced a recorded failure, demonstrates a generally robust roadworthiness profile, though that single dangerous defect warrants close attention. The most recent activity on 15 November 2025 initially recorded a pass with no defects, yet a separate test on the same date issued a dangerous failure for the stop lamp failing to illuminate under operation of both brake controls. The stop lamp is a fundamental safety item, and the dual-brake requirement (hand lever and foot pedal) means both switches and the associated wiring must be functional. Prior tests in September 2024, October 2023, and September 2022 all passed cleanly with no advisories, suggesting the lighting fault was an isolated electrical issue rather than a systemic wiring deterioration. Nonetheless, a buyer should not accept any MOT certificate without physically confirming both brake switches operate the rear lamp correctly. The recorded mileage of 9,248 miles across thirty-six years equates to roughly 257 miles annually, an exceptionally low accumulation rate that reflects either very light use or extended periods of standing. The MOT record itself spans only from 2022 to 2025, indicating a significant testing gap earlier in the vehicle's life, possibly because the motorcycle was either unroaded, exempt from MOT requirements (pre-1960 vehicles in the UK are exempt, though a 1990 machine is not), or simply not used on public roads during those intervening years. Low-mileage motorcycles of this age present specific mechanical concerns: carburettor jets and fuel lines can become blocked with stale fuel residue, seals in the brake master cylinder and wheel cylinders may have dried and perished, and the electrolyte in the battery will have degraded considerably if the original or near-original unit remains fitted. Hydraulic brake seals in particular are vulnerable to seizing after long static periods, which could have contributed to the recent stop lamp switch issue. For a prospective buyer, the immediate priority is a thorough electrical inspection centred on the stop lamp circuit, including both brake lever switches, the foot pedal switch, the wiring loom routing, and the bulb holder and earth connection at the rear lamp unit. On a test ride, confirm the rear lamp activates instantly with both the hand lever and foot pedal, listen for any hesitation in the engine caused by stale fuel or a partially blocked carburettor, and check that the front and rear brake systems feel firm without sponginess that would indicate perished seals. Inspect the chain and sprockets for surface rust pitting, as prolonged standing allows corrosion to set into the rubber O-rings of an O-ring chain if fitted. The tyres, despite low mileage, should be examined for sidewall cracking and tread hardness from age rather than use, and the date code on the sidewall will indicate whether they remain serviceable regardless of tread depth. Given the age and minimal recorded mileage, it is prudent to budget for recommissioning items even though the MOT history is largely clean. The fuel system, including the carburettor float needle and pilot jet, should be inspected and cleaned, and the fuel tap and vacuum diaphragm checked for perishing. Hydraulic brake fluid should be fully replaced regardless of its appearance, as moisture absorption over decades will have lowered its boiling point, and the brake hoses themselves should be examined for cracking or ballooning under lever pressure. The fork oil and damping components will likely have degraded, affecting handling, and the swingarm bearings and headstock races warrant checking for notchiness. Even though the MOT record shows no corrosion advisories, a 1990 machine deserves a careful visual inspection of the frame, downtubes, and rear subframe mounting points, as older Honda CG125s can develop surface rust in hidden areas that long storage periods tend to accelerate.