2022 Yamaha Tenere 700 Rally (XZT690D-B) 0.7L Petrol · CV72 BVG

With only a single MOT test recorded against this 2022 Yamaha Tenere 700 Rally and that pass on 30 July 2025 returning no advisories or failures, the official roadworthiness record is presently clean. There is insufficient test frequency to speak to any long-term mechanical trend, and the absence of recorded defects at the only inspection to date means the DVSA file offers no specific component warnings. For a prospective buyer this is a neutral starting point: nothing on paper raises concern, but equally there is very little paper to lean on, so physical inspection and service history must do the heavy lifting. Recorded mileage stands at just 1,635 miles across roughly four years, giving an annual accumulation rate of around 409 miles. That figure is unusually low for a motorcycle of this type and age, particularly for an adventure-orientated machine of which more enthusiastic use would be expected. Mechanically, low annual mileage on a modern fuel-injected single-cylinder does not automatically equate to wear concerns, but it does warrant closer attention to items that suffer from extended standing rather than use. Brake discs can surface corrode, calliper pistons can stiffen in their bores, chain and sprocket kits can develop rust pitting even when chain tension remains within tolerance, and fuel system internals can be affected if the machine has sat for prolonged intervals between short runs. Rubber components including fork seals, swingarm pivot bushes, and suspension linkages tolerate inactivity reasonably well but benefit from confirmation of recent fluid changes. The lack of an MOT before 2025 also points to the machine potentially having been off the road or lightly used for a meaningful stretch, which compounds the standing-still considerations. On inspection, attention should focus first on the braking system. Both front and rear discs should be checked for any lipping or surface corrosion that has not yet been cleaned off through pad contact, and the calipers should be confirmed as sliding freely without binding, particularly after the bike has been standing. Lever feel should be firm and consistent, with no sponginess or excessive travel. The chain should be inspected for even corrosion along the link pins, and sprocket teeth should be checked for the characteristic hooked profile that develops when a chain has been left un-oiled rather than simply worn from mileage. A test ride should include firm braking from speed to confirm straight-line stability and the absence of any pulsing through the lever or pedal. Suspension and chassis items deserve equally close scrutiny. With only 1,635 miles recorded, fork oil and rear shock settings should still be close to factory specification, but any evidence of weeping from the fork stanchions, particularly around the seal area, would suggest seal hardening from standing rather than wear. Steering head bearings and swingarm pivot should be checked for notchiness or play by hand, and any unusual clunking over bumps during a slow-speed ride would point to neglected linkage bearings or pivot greasing. Finally, electrical items including the loom, switchgear, and ABS module should be exercised fully, as low-mileage motorcycles are statistically more prone to connector oxidation and intermittent faults arising from infrequent use rather than mechanical wear.