2018 Lexmoto Hunter 50 TD 50 Q 0.0L Petrol · DP18 XOU

The most recent MOT, dated 10 September 2024, was recorded as a pass, but it followed a failed test only three days earlier that highlighted several major faults – non‑functioning dipped and main beam headlamps, excessive rear‑brake binding, a stop‑lamp that remained illuminated after release of the foot‑brake, and a rough front wheel bearing. The pattern of three consecutive passes from 2021 to 2023 suggests a generally stable maintenance record, yet the 2024 failure indicates that recent attention to key safety items has been inconsistent and that remedial work was required to restore roadworthiness. Prospective buyers should treat the 2024 pass as provisional and verify that the corrective work was properly completed and documented. With a recorded 10,851 miles on an eight‑year‑old 2018 Lexmoto Hunter 50, the average annual run‑off is roughly 1,350 miles, well below the typical 6‑10 000 miles per year for a commuter motorcycle. Such low utilisation often points to long periods of storage or very light use, which can be as detrimental as high mileage because rubber compounds, seals and lubricants age with time as well as distance. Prolonged standing can lead to tyre side‑wall cracking, dried‑out O‑rings, corrosion of the steel frame and exhaust, and a gradual loss of battery capacity, all of which may not be evident from the mileage figure alone. Buyers should give particular attention to the items that caused the 2024 failure. Verify that both headlamps illuminate correctly on dipped and main beam and that the wiring and bulb sockets are secure, as intermittent lighting can re‑appear if the underlying connector corrosion was not fully addressed. Test the rear brake for any binding or uneven pedal feel; a binding system may indicate worn pads, a sticking caliper or a compromised hydraulic circuit, and it can produce premature wear on the rear disc. Observe the stop‑lamp indicator on the dashboard – it must extinguish promptly when the foot‑brake is released, otherwise a faulty switch or relay could mask a real brake‑light fault. While the front wheel bearing was noted as rough, a thorough spin test should reveal any play, grinding noises or uneven resistance, which would suggest bearing wear that may soon require replacement. During a short ride listen for any clunking from the suspension, uneven tyre wear, or vibration that could betray hidden bearing or brake issues. Beyond the specific defects, the low‑mileage, eight‑year‑old status warrants a comprehensive age‑related inspection. Examine the tyre tread depth and, more importantly, the sidewalls for cracking, dry rot or hardening, as tyres can deteriorate even with little use. Check the 12‑volt battery voltage and its ability to hold charge; an eight‑year‑old unit is likely approaching the end of its service life. Inspect the frame, swing‑arm and exhaust for surface corrosion, especially in any hidden crevices, and ensure that all fasteners are tight. Finally, confirm that the coolant, brake fluid and fork oil have been replaced at appropriate intervals – these fluids degrade with time and can cause internal corrosion or reduced braking efficiency if they have not been refreshed in the last two to three years. A full service history and a visual inspection of the service book stamps will help verify that routine maintenance has been observed despite the vehicle’s modest mileage.