2018 KTM RC 390 17 0.1L Petrol · FH67 PTO

The most recent MOT on 9 April 2026 was passed, but it carried four advisories – front tyre wear approaching the legal limit, a loose gear‑shift pedal, rear brake pads close to the minimum thickness and an oil level that was not visible – and a repeat of the front‑brake fluctuation defect that caused the failure on the preceding day. Over the last six years the vehicle has alternated between clean passes and isolated failures, the only recurring major defect being the front‑brake effort fluctuation noted in both 2025 and 2026. This pattern suggests that the underlying brake issue has been addressed sufficiently to clear the test each year, yet it remains a point of concern that requires ongoing monitoring rather than indicating a stable, trouble‑free maintenance record. At eight years old the bike has only 13 164 miles on the clock, an average of roughly 1 600 miles per annum. Such low utilisation is well below the typical riding pattern for a 390 cc sport‑naked machine and usually points to long periods of storage or very light use. While low mileage reduces wear on consumables such as tyres, brake pads and the chain, it also raises the likelihood of age‑related degradation – rubber hardening, corrosion of metal components, and electrolyte loss in the battery – which can be as detrimental as high‑mileage wear if not inspected. Prospective buyers should give the front‑brake system a thorough examination. Check the caliper pistons for sticking, inspect the brake discs for uneven wear, scoring or glazing, and verify that the brake fluid is clear and has been changed within the last two years. On a test ride feel for any pulsation or sponginess in the lever, listen for squeal or grinding that could indicate worn pads or a warped disc, and confirm that the brake lever returns promptly after application. The rear‑brake pads are already near the minimum thickness, so budgeting for their replacement in the near term is prudent. The gear‑shift pedal’s looseness should be traced to the shift linkage or foot‑peg mount and tightened or repaired to prevent missed shifts, while the oil level not being visible suggests either a faulty sight‑glass or a possible leak; a dip‑stick check and a visual inspection of the sump and surrounding seals are essential. Given the bike’s age and modest mileage, also inspect the tyres for sidewall cracking, dry rot or any loss of pliability that can occur even with low tread wear. Examine the battery terminals for corrosion and have the charge held under load tested, as long periods of sitting can lead to sulphation. The chain and sprockets should be checked for stretch, wear and proper lubrication, and the final‑drive oil should be refreshed if it has not been changed in the past 12 months. A visual survey of the frame, swingarm and suspension bushes for any signs of rust, fatigue or cracked rubber will help confirm that the motorcycle has been stored in a dry environment and is structurally sound before committing to purchase.