2006 Triumph Daytona 675 0.7L Petrol · KX06 CSZ

The most recent DVSA MOT test for this 2006 Triumph Daytona 675 was conducted on 8 June 2026 and resulted in a pass with no defects recorded, continuing an unbroken run of clean test outcomes across the documented history. Looking at the broader pattern, every recorded MOT since 2016 has returned a pass and no advisories or failures are noted at any point, indicating a stable and consistently maintained presentation at the time of testing. While the absence of advisories is reassuring, it is worth noting that the Daytona is a motorcycle and therefore falls outside the standard advisory framework applied to cars; mechanical condition must be assessed through physical inspection rather than relying solely on DVSA records. The recorded mileage of 5,773 miles against a vehicle that is approximately twenty years old equates to an annual usage of around 289 miles, which is exceptionally low and strongly suggests prolonged periods of standing rather than regular riding. The MOT history itself shows a notable gap between the April 2016 test and the March 2019 test, indicating that the machine was either untested or not in use during those intervening years, with further gaps likely outside the recorded timeline. Such low mileage is a mixed blessing for a prospective buyer: it preserves the drivetrain from high wear, but extended standing periods bring their own characteristic problems including moisture ingress in the engine and fuel system, oxidation inside the fuel tank and carburation or injector components, and degradation of seals, hoses, and electrical connections through lack of regular thermal cycling. Given the age and standing profile of this machine, a thorough physical inspection is essential and should begin with the tyres. Even with minimal wear on the tread, twenty-year-old rubber will exhibit perishing, cracking, and hardening of the sidewalls which compromises grip and safety, and replacement should be expected regardless of remaining tread depth. The braking system should be carefully examined for corrosion on the discs, particularly if the bike has been stored in a damp environment, and the calipers should be checked for binding or seized pistons which commonly occur through lack of use. The 12V battery will almost certainly require replacement or at the very least a capacity test, as lead-acid batteries deteriorate significantly with age and discharge cycles even when unused, and the charging system should be verified to ensure the regulator-rectifier is functioning correctly. All fluid systems including brake fluid, coolant, and fork oil are time-served rather than mileage-served and will require fresh fluid and a full service regardless of the odometer reading. Further inspection points specific to this low-mileage, long-stored profile include draining and replacing the fuel, checking the tank internally for rust or varnish buildup, and inspecting the fuel pump, hoses, and injectors or throttle bodies for blockage. The chain and sprockets should be examined for surface corrosion and stiffness, the swingarm pivot and suspension linkages should be checked for seized bearings or corroded adjusters, and the control cables should be inspected for fraying or stiffness as these deteriorate from age even without significant use. On a test ride, listen for any irregular engine note, smoke from the exhaust indicating oil consumption or stale fuel residue, and any clunks or harshness from the suspension suggesting dried-out bushes or seized components. Finally, verify the service history stamps and request evidence of recent oil and filter changes, coolant flush, and brake fluid renewal, as a well-documented service record is far more meaningful on a low-mileage machine of this age than the odometer reading itself.