2021 KTM 390 Duke 21 0.4L Petrol · CH21 ABH

The official DVSA record for this 2021 KTM 390 Duke consists of just two tests, both of which returned a straightforward pass with no advisories, defects, or failure items logged against the vehicle. The most recent examination on 24 September 2025 produced a clean pass, mirroring the outcome recorded on 21 August 2024. With no advisories or component flags appearing in either entry, there is no documented evidence of corrosion on structural areas, brake component wear, exhaust deterioration, suspension component degradation, or lighting defects that a buyer would need to remediate before use. In MOT terms, the bike presents an unblemished test history, although it is important to recognise that only two examinations exist for a vehicle now five years old, meaning the earlier portion of its life carries no recorded test scrutiny. The recorded odometer reading of 2,543 miles against a five-year registration places this machine firmly in low-mileage territory, equating to roughly 500 miles of use per year on average. The first recorded test does not appear in the supplied history until August 2024, which means the vehicle was either not subject to MOT requirements in its early years (consistent with motorcycle testing rules where an MOT becomes mandatory three years after first registration) or the prior record has not been supplied. The fact that only two tests exist for a five-year-old motorcycle is not in itself unusual, as motorcycles under 600cc first registered in 2021 would not require testing until 2024. However, the very low annual accumulation means the motorcycle has either been used sparingly for short leisure rides or has spent extended periods standing, and either interpretation has distinct mechanical implications that warrant scrutiny during a physical inspection. For a prospective buyer, the absence of advisories does not eliminate the need for a hands-on evaluation, particularly given the low usage profile. Bikes that have spent long periods laid up are prone to moisture ingress within the braking system, meaning the front and rear brake calipers, master cylinders, and flexible hoses should be examined for binding, corrosion on the sliding pins, perished rubber, or spongy lever feel. Brake discs may exhibit surface rust that affects initial bite, and a firm pull on the brake lever during a stationary check will reveal whether the calipers are retracting correctly. Standing time can lead to fuel system degradation, so inspect for perished fuel lines, stale fuel in the tank, and signs of varnish build-up within the carburettor or throttle body. The chain and sprockets should be checked for surface corrosion and stiff links, while electrical components including the indicators, horn, headlight, and instrument cluster should be verified for full functionality, as low-mileage bikes frequently develop connection issues from disuse. On a test ride, attention should focus on the symptoms associated with infrequently used components. Listen for any knocking or clonking from the suspension linkages and swingarm pivot, as grease can migrate away from these points during long storage periods and the bearings may benefit from inspection. Cold-start behaviour is particularly telling on a low-mileage machine, so observe whether the engine fires cleanly, idles without stumbling, and warms up without excessive smoke from the exhaust. Steering should feel precise without notchiness, the throttle response should be smooth without hesitation or surging, and the clutch should engage cleanly without judder or slippage. Given the clean MOT record but the limited data set of only two examinations, the most prudent approach is a thorough pre-purchase inspection by a motorcycle specialist who can assess items not covered by the test, including tyre condition, fork seal integrity, and the general state of consumables that deteriorate with age regardless of mileage covered.