2009 Triumph Street Triple 0.7L Petrol · AV09 TCK

Across the last five documented DVSA test attempts, this Street Triple presents a clean bill of roadworthiness and a notably thin paper trail of defects. The most recent attempt on 2026-03-02 resulted in a pass with no advisories or failures recorded, following a retest on 2026-02-24 that also recorded no defects despite the initial fail outcome. Prior tests in February of 2023, 2024 and 2025 each passed without any recorded advisories, meaning there is a five year stretch of MOT history that is essentially silent on mechanical condition. While this is reassuring on the surface, the total absence of even routine wear advisories on a 17 year old motorcycle covering almost 60,000 miles is unusual and tends to suggest one of two scenarios: either the bike has been tested at very short intervals with intervening repairs addressed before the test, or previous advisories were simply not carried forward into the digital record. The February 2026 fail with no defect listed is also worth noting, as this typically indicates a category that does not require retest recording, but a buyer should still ask for the original VT30 refusal document to confirm exactly what item triggered it. With 57,347 miles accumulated over 17 years, the recorded usage works out to approximately 3,370 miles per year, which is low for any road going vehicle and particularly low for a motorcycle of this type. Triumph Street Triples are generally ridden enthusiastically and frequently, so this annual figure suggests periods of regular use interspersed with longer stretches of storage or very limited running. Mechanically, this pattern carries implications that are more concerning than a higher mileage equivalent would be. Standing time is hard on fuel systems, with petrol degrading and leaving varnish in the injectors, throttle bodies and float bowls, and on the charging circuit, where the stator, rectifier-regulator and battery all suffer from lack of regular load. Low annual mileage also accelerates surface corrosion on exposed steel components such as the exhaust headers, brake discs, caliper pistons and chain links, while rubber items including fork seals, suspension bushes, intake hoses and vacuum lines deteriorate faster from disuse than from use. For a focused inspection, the test ride should begin with a cold start from cold, paying particular attention to how quickly the engine catches, whether the revs settle smoothly and if any misfire or stumble appears as the engine warms through to operating temperature. With the brake system showing no recorded defects at all, the buyer must independently verify that the discs are not lipped or corroded on the surface, the calipers are not binding, the master cylinder is not spongy and the braided lines have not perished at the fittings. On the suspension, push down hard on the front and rear to confirm the forks and shock return without hydraulic noise, and check for any weeping from the fork stanchions and from the rear shock seal, as these are common failure points on Triumph triples of this era that would not necessarily be flagged at MOT unless severe. Also inspect the swingingarm pivot, linkage bearings and rear shock linkage for play, as these wear points are frequently overlooked on lightly used bikes. The drivetrain and ancillary systems warrant equal scrutiny given the standing time this bike has likely seen. With no recorded mileage since the previous test, the chain and sprockets should be inspected for tight links, rust on the rollers and worn or hooked sprocket teeth, and the chain adjuster marks should be checked to confirm the chain has not run slack and worn the output sprocket out of alignment. The cooling system should be checked for coolant level and condition at the expansion tank, and the radiator fins inspected for clogging or corrosion damage, while all rubber coolant hoses should be squeezed for softness. Electrically, confirm that the headlight, indicators, brake light, horn and instrument cluster all function correctly, and ask whether the battery has been replaced or trickle charged, as a 17 year old original unit will almost certainly be due. Finally, a compression test or at minimum a listening check for top end noise on the 675cc triple is advisable, because low usage combined with infrequent oil changes is a known precursor to bore glazing and piston ring seating issues on these engines.