2022 Royal Enfield Interceptor INT 650 E5 0.6L Petrol · AP22 LDN

The most recent DVSA test for this 2022 Royal Enfield Interceptor 650 was conducted on 16 July 2025, at which point the motorcycle was deemed roadworthy and issued a PASS certificate with no failures, refusals, or recorded defects beyond a single advisory notice. That advisory item pertains to gaiters covering the front forks, which is a relatively common observation on motorcycles and indicates that the protective rubber or polyurethane dust covers fitted over the suspension stanchions are showing signs of wear, perishing, or possible detachment. While this is not an immediate failure point and does not affect the structural integrity of the front suspension itself, it is a worthwhile maintenance item to address because the gaiters serve to protect the fork oil seals from contamination by road grit, water, and debris. Their deterioration can lead to accelerated seal wear and subsequent oil leaks from the fork legs, which would necessitate more involved rectification further down the line. Given that there is only the one MOT on record, the maintenance trend cannot be assessed over multiple cycles, but the clean pass suggests the machine has been kept in generally good mechanical order at the point of test. The recorded mileage of 2,178 miles on a four-year-old motorcycle is notably low, equating to an average annual usage of roughly 544 miles, which is well below typical commuting or leisure riding patterns and indicates that this machine has either covered very few journeys each year or has spent considerable periods standing unused. Such low annual mileage does mean that wear-related consumables such as brake pads, tyres, chain and sprockets, and clutch components are unlikely to have suffered significant mechanical degradation from regular use. However, motorcycles that stand for extended periods are particularly susceptible to a different set of issues, including moisture ingress and oxidation within the braking system, corrosion of the wheel rims from infrequent rotation, internal degradation of the fuel system through petrol ageing, and deterioration of oils and fluids that lose their protective properties through calendar ageing rather than active use. It is also worth noting that batteries, even of the modern maintenance-free type, suffer from sulphation and loss of cranking capacity when left discharged for prolonged intervals, and a machine of this age with such low mileage should have its 12V battery load-tested as a matter of priority. Because the recorded MOT history is sparse and the mileage is low, a prospective buyer should focus their pre-purchase inspection on age-related deterioration rather than wear from use. The front fork gaiters flagged as an advisory at the last test should be visually inspected for splitting, brittleness, or detachment from the stanchions, and the fork stanchions themselves examined for any scoring, pitting, or oil residue that might suggest the gaiters have allowed contamination past the oil seals. The tyres should be scrutinised not only for tread depth but more importantly for sidewall perishing and cracking, which is common on tyres fitted to low-mileage vehicles where the rubber degrades from UV exposure and natural ageing long before the tread is worn away, and any DOT date code more than five years old should prompt replacement regardless of remaining tread. The brake discs should be examined for surface corrosion and the calipers checked for binding or seized pistons, both of which are common on motorcycles that have stood for long periods, and the brake fluid should be tested for moisture content, with a fluid change advisable if there is no service history confirming a recent renewal. The chain and sprockets should be inspected for surface rust and stiff links, as should the clutch and brake lever pivots, and the fuel system should be checked for any evidence of stale fuel residue in the tank or carburettor float bowls, particularly given the E5 emissions specification which mandates ethanol content that can accelerate the degradation of certain rubber and plastic components if left standing. Beyond the mechanical inspection, the prospective buyer should satisfy themselves regarding the provenance and condition of items that fall outside the MOT remit but are equally important on a low-mileage motorcycle. The service book should be examined for evidence of annual oil and filter changes regardless of mileage, as the manufacturer will have time-based service intervals that should not be overlooked simply because the bike has covered few miles, and any missing service stamps or gaps in the documented history should be viewed with caution. The 12V battery should be load-tested and its resting voltage checked, as a weak battery is one of the most common causes of roadside breakdown on seldom-used motorcycles and may also mask underlying electrical issues such as parasitic drain from a malfunctioning regulator rectifier. All switchgear should be operated to confirm function, the instruments and lighting checked for correct operation, and the throttle and choke cables inspected for smooth action without fraying or stiffness. Given the very low annual mileage recorded, it would also be prudent to verify the provenance of the machine, confirm there is no outstanding finance, and ensure that any previous keeper changes are accounted for, as low-mileage motorcycles can sometimes attract questions regarding storage conditions, accident history, or the authenticity of the recorded odometer reading. Overall, the single clean MOT pass with only a minor advisory is encouraging, but the low usage profile demands a more thorough mechanical inspection than would typically be necessary on a higher-mileage example of the same age.