2018 Triumph Tiger 1.2L Petrol · EU18 RYP

The most recent DVSA examination on 13 March 2026 resulted in a pass, with two advisories recorded for rear brake disc wear and a slightly stiff or notchy steering headbearing. Looking back across the test history, the overall trend is one of a previously well-maintained machine that has recently begun to attract attention to a small cluster of components. The 2023 and 2022 tests were passed without any defects or advisories at all, but from 2024 onwards the same three items have reappeared year after year: the steering headbearing, the rear brake disc condition, and rear brake effort fluctuation. The recurrence of identical advisories across three consecutive tests suggests that, while none have yet reached failure threshold, the wear progression is steady rather than arrested, and a prospective buyer should treat these as items approaching the point at which rectification will become necessary. The recorded mileage of 19,965 against an eight-year registration equates to an average of roughly 2,500 miles per year, which is notably low for a motorcycle originally designed and marketed for adventure and touring use. Such modest annual mileage implies either genuinely light use or, more likely in many cases, extended periods of standing between rides. For a Triumph Tiger of this profile, low mileage is not automatically a positive indicator; it raises questions about whether the machine has been exercised sufficiently to keep moisture purged from the engine, gearbox, and final drive, whether fuel has been refreshed regularly enough to prevent ethanol-related degradation within the tank and injectors, and whether the braking system has seen enough regular application to prevent corrosion from progressing beyond the surface of the discs. The single failure on record, a dangerous front wheel bearing defect flagged in March 2022, was rectified prior to the same-day pass, and there is no indication of any mileage gap or rapid accumulation that would suggest clock irregularity. With respect to the recurring advisories, the rear brake disc wear and the noted fluctuation in rear brake effort warrant close attention. On a test ride the buyer should pay particular attention to whether the rear brake lever or pedal feels spongy, whether the bike pulls to one side under braking, and whether the rear caliper appears to be releasing cleanly without any residual binding after the lever is released. A pulsing sensation through the rear brake lever, visible lipping or pitting on the disc surface, and uneven pad transfer marks are all signs that the wear is advancing toward the serviceable limit. The headbearing advisory is equally important; on a road test the front end should drop smoothly under its own weight when the handlebars are turned from lock to lock with the front wheel lifted, and there should be no notchiness, grittiness, or audible clicking as it passes through the centre position. Any irregular resistance, a tendency for the bars to fall back into a favoured position rather than self-centring, or a slight knocking when the front brake is applied and released while stationary are all indicative that the bearing race and tapers are beginning to develop the wear described. Given the age and low annual mileage, the prospective buyer should also conduct a series of age- and storage-related checks regardless of the MOT outcome. Tyres fitted to a low-mileage machine are very often original and, despite having tread remaining, can suffer from sidewall perishing, cracking between the tread blocks, and hardening of the rubber compound that compromises grip in cold or wet conditions; manufacturing date codes should be inspected. Brake discs that have sat in a damp environment frequently exhibit advanced surface corrosion and, on the rear caliper particularly, the slider pins and pistons can seize from lack of use, leading to uneven pad wear and dragging. The 12 volt battery is highly likely to be approaching the end of its useful life and should be load-tested, as a weak battery will cause erratic idling and instrumentation faults on modern Triumph models. Coolant, brake fluid, and fork oil all degrade with calendar age rather than mileage, so verification of recent fluid changes is prudent. Finally, confirmation of full service history, including valve clearance inspections which are mileage-interval based but commonly overlooked on low‑mileage machines, will give strong evidence that the bike has been genuinely cared for rather than simply left idle.