1985 Yamaha DT125 0.1L Petrol · B42 TPR

This 1985 Yamaha DT125 carries a history of serious safety-critical defects that, while subsequently rectified, point to a machine that has at times been presented for test in genuinely dangerous condition. The October 2020 examination is the most alarming entry: both front and rear wheel spindles were found with split pins missing, a shock absorber was secured with nails rather than proper mounting pins, and the steering head bearing had excessive free play, all recorded as dangerous defects. Two years later the October 2022 test again produced a dangerous defect, a drive chain so worn it was likely to fail, alongside an insecure rear brake pedal retainer with a missing warning device, insufficient front brake lever reserve travel, and an excessively worn swing arm mounting bush. The machine did pass on 20 October 2022 after rectification, but the rear shock absorber advisory for reduced damping effect, first noted in the failed test, carried through to the pass, meaning that item remains unresolved on the record. The trend is not one of steady deterioration so much as repeated cycles of neglect followed by repair, with the most recent outcome positive but the underlying pattern concerning. Recorded mileage stands at just 13,467 miles over roughly 41 years, an average of around 328 miles per year, which strongly suggests long periods of standing between short bursts of use. The testing record supports this: there is a gap of over eleven years between the clean January 2009 pass and the October 2020 test, and the defects found on the machine's return to testing are entirely consistent with a motorcycle that had sat unused, with seized or worn bearings, missing fasteners, and improvised fixings. Low recorded mileage on a machine of this age does not equate to low wear; components such as wheel bearings, steering head bearings, swing arm bushes, and suspension linkage pins degrade through age, corrosion, and lack of lubrication regardless of distance covered, and the test history demonstrates exactly that. A prospective buyer should treat the chassis and running gear as the priority inspection areas. Given the documented swing arm bush wear and the shock absorber historically held on with nails, examine the swing arm pivot for lateral play by gripping the rear wheel and rocking it side to side, and verify that all suspension mounting hardware is correct, properly torqued, and secured with the right split pins or lock nuts rather than improvised fixings. Check both wheel spindles for correct fasteners and split pins, and lift the front end to feel for notchiness or free play in the steering head bearing, which was flagged for excessive wear in 2020. On a test ride, listen for clunks or imprecision from the rear end over bumps, which would indicate the swing arm bush or the still-advised rear shock absorber deteriorating further; the reduced damping will show as a bouncy, poorly controlled rear suspension over uneven surfaces. The braking and drivetrain items also warrant direct verification. The front brake lever was failed for insufficient reserve travel, so confirm the lever now firms up well before reaching the handlebar and that the rear pedal is securely retained with its warning device intact. The drive chain has been condemned twice in different ways, worn to the point of likely failure in 2022 and excessively tight in 2021, so inspect the current chain and sprockets for hooked teeth, stiff links, and correct free play at the midpoint. The 2021 failures for non-functioning indicators and excessive exhaust noise suggest electrical and exhaust components have also needed attention, so confirm all indicators operate correctly and that the silencer fitted is in serviceable condition. Overall this is a machine that can pass a test, as it did most recently, but its record demands a thorough hands-on inspection rather than reliance on the current certificate alone.