2020 Triumph Tiger 1.2L Petrol · FD69 LDN

The most recent DVSA MOT test conducted on 23 September 2025 recorded a Pass with no defects or advisories noted by the examiner, continuing an unbroken sequence of clean test results that extends back through the 20 March 2025 and 19 May 2023 examinations. With three consecutive passes and no recorded advisories across the available history, the maintenance trend on official record is stable and reassuring, indicating that at the point of each test the vehicle met the statutory roadworthiness requirements without any emerging wear items being flagged for the attention of the next keeper. The absence of any advisory entries is particularly notable, as examiners typically record observations relating to tyres approaching the legal tread limit, brake components showing surface corrosion, or minor fluid seepage even on otherwise sound vehicles. Nothing of that nature has been captured here. Recorded mileage stands at 10,151 miles against a vehicle of approximately six years of age, giving an annualised usage rate of around 1,692 miles per year. This figure is markedly below the typical mileage for a motorcycle of this age and suggests the Triumph Tiger has seen either genuinely light use or, more likely, periods of extended standing interspersed with shorter riding seasons. Such a usage pattern carries distinct mechanical implications that differ from those of a higher-mileage machine. Components most affected are those that degrade through inactivity rather than wear, including the 12V battery, brake calipers that may bind after long periods without use, brake discs that can develop surface corrosion and lipping, and fuel system elements that suffer from stale petrol. The drivetrain, chain, suspension, and engine internals, by contrast, are unlikely to have accrued proportionate wear given the low distance covered. For a prospective buyer, a thorough physical inspection is therefore strongly advised despite the immaculate MOT record. Tyres should be examined closely for sidewall perishing and cracking from age rather than just tread depth, as motorcycle tyres compound-harden and degrade with calendar age irrespective of mileage, and a six-year-old set is approaching the point where replacement should be seriously considered even if the tread remains within legal limits. The braking system warrants a careful check for binding calipers, which can manifest as uneven or sluggish release after standing, and for corrosion on the disc surfaces that may cause initial brake judder or reduced efficiency until the pads wipe the rotors clean. All brake hoses and lines should be inspected for age-related deterioration, and the brake fluid itself should be tested for moisture content, as it is hygroscopic and typically requires renewal every two years regardless of mileage. The 12V battery should be load tested, particularly if the machine has been stored over winter, and the cooling system, if fitted, plus any hydraulic clutch fluid should be checked and likely refreshed on a calendar basis. Further inspection points specific to this low-use scenario include the fuel system, where stale fuel should be drained and the injectors or carburettors checked for varnish deposits if the machine has stood for extended periods. The chain and sprockets should be examined for stiff links or surface rust that has not been displaced by regular riding, and the swinging arm pivot, suspension linkages, and wheel bearings should be checked for corrosion pitting or seizure from standing. Engine oil and filter should arguably be renewed on inspection as a precaution, given that short journeys and infrequent use promote moisture accumulation and fuel dilution in the sump. Finally, the service book should be reviewed to confirm that annual or time-based servicing has been carried out independently of mileage, as manufacturers specify intervals based on both distance and calendar age, and verifying these stamps will give a far clearer picture of mechanical condition than the MOT record alone.