2002 CCM 644DS 0.6L Petrol · FN52 YRX

The vehicle passed its most recent DVSA MOT test on 8 December 2025, which is the standard outcome a buyer will look for prior to purchase. The test recorded no failures or major defects, but did note a minor item concerning an insecure indicator switch along with four advisories relating to missing front and rear chain guards, a front tyre worn close to the legal limit, and front brake disc wear that was judged not excessive. Looking at the broader history back to 2014, the motorcycle has passed every test without ever recording a failure, which is a positive indicator of consistent roadworthiness. The maintenance trend, however, is mildly worsening rather than improving, as the most recent test contained more advisory items than any previous one, and the appearance of tyre wear, disc wear, and a ball joint advisory in recent years suggests that consumables and certain chassis components are beginning to demand closer attention as the machine ages. With only 6,407 miles recorded against a vehicle that is around 24 years old, the mileage equates to a mere 267 miles per year on average, which is exceptionally low even for a motorcycle of this type. This figure should be interpreted with care, as older machines of this marque were frequently produced in very limited numbers and may have spent long periods off the road or in storage rather than in regular use. Such low annual mileage means that wear from sustained riding is minimal, but it also raises the likelihood of calendar-based deterioration in areas such as internal corrosion, perished rubber components, stale fuel, oil seal drying, and brake caliper seizure from prolonged standing. Any gaps in the recorded mileage between MOTs should be checked, and the seller should be asked to evidence how the machine has been stored, serviced, and started during its dormant periods. Given the advisory for an insecure indicator switch, a buyer should verify on a test ride that the indicators self-cancel correctly where applicable and that the switch assembly is firmly mounted, as this is a common point of fatigue on older motorcycles and can often be resolved with a new rubber mount or tightened fastener. The missing front and rear chain guards are not a test failure but are worth replacing, as they exist to protect the rider's leg and clothing from contact with the chain and should be sourced and fitted before regular use. The front tyre noted as worn close to the legal limit should be measured with a depth gauge and visually inspected for age-related perishing or sidewall cracking, given the motorcycle's age, and replacement with a matching specification tyre should be budgeted for even if it currently passes. The front brake disc wear advisory warrants checking for a raised lip at the disc edge, any scoring or corrosion pitting on the braking surface, and the feel of the lever during a test ride, where any shudder or pulsing under braking would indicate disc distortion that has progressed beyond the advisory threshold. Similarly, the rear suspension arm ball joint advisory from 2022 should be inspected for any play or movement by hand, listening for clonks over uneven surfaces during the ride, and checking for uneven rear tyre wear which often accompanies worn suspension joints. Beyond the recorded advisories, a vehicle of this age and low usage demands a number of practical checks that would not necessarily appear on an MOT. Tyre sidewalls should be closely examined for perishing and cracking from age regardless of tread remaining, while the brake calipers, particularly at the front, should be checked for free movement and any binding that comes from prolonged standing. All fluid systems warrant attention on a calendar basis rather than mileage, including a brake fluid flush due to its hygroscopic nature, fork oil inspection for emulsion or discoloration, and a check of the battery, which on a low-use 24-year-old motorcycle is highly likely to require replacement if not recently renewed. The exhaust system, having attracted noisy advisories at four consecutive tests from 2014 through 2024 before clearing in 2025, should be physically inspected for corrosion at the silencer body and joint integrity, as exhaust components on motorcycles of this vintage commonly fail between tests. Finally, verification of service history stamps, confirmation of regular oil changes despite low mileage, and inspection of the chain and sprockets for corrosion or stiff links from standing should be prioritised, alongside evidence of recent fuel system attention and a check for any oil weeping from engine or gearbox seals that is typical of a motorcycle that has spent much of its life stationary.