2012 AJS DD 125 E-5C 0.1L Petrol · KX62 FSP

The most recent MOT, carried out on 22 October 2024, was passed with only a minor defect – the nearside rear direction indicator was noted as insecure. Compared with earlier tests the record shows a clear improvement: the 2021 MOT recorded several major and dangerous failures (front brake binding, excessive front wheel‑bearing play, a leaking front shock absorber, and a dangerously tight drive chain) and the 2019 test also flagged dangerous chain slack, a compromised brake pipe and a brake‑efficiency failure. Since then the 2023 advisory about a slightly stiff or notchy steering head bearing and the 2024 minor indicator fault suggest that the most serious faults have been addressed, though some lingering wear items remain. At 10 560 mi on a 2012 model the vehicle averages roughly 750 mi per year, which is exceptionally low for its age. Such limited use often indicates long periods of storage rather than gentle road‑wear, and the mechanical wear on moving parts will be less than on a typical‑use bike. However, low mileage does not protect against age‑related degradation: rubber components, seals and lubricants can dry out, metal bearings can develop corrosion when the bike sits, and the battery may have suffered from repeated charging cycles or prolonged inactivity. The mileage figure therefore points to a vehicle that may look lightly used but could harbour hidden wear from time rather than distance. A prospective buyer should give particular attention to the steering head bearing, rear wheel bearing and the drive chain. The advisory notes on the steering head bearing – slight stiffness and a hint of free play – can manifest as a vague notchy feel when turning the handlebars or a subtle wobble at higher speeds; any increase in that feeling suggests the bearing is nearing the end of its service life and will need replacement. The rear wheel bearing’s slight play should be checked by spinning the rear wheel and feeling for any roughness or lateral movement; excessive noise or a grinding sensation under load would indicate imminent failure. The chain history is especially critical: the bike has been recorded both excessively tight and excessively loose, each condition being dangerous. Inspect the chain for stretched links, worn sprocket teeth, rust, and verify that the tension is set according to the manufacturer’s specification – a correctly tensioned chain should have a small amount of slack (about 20‑30 mm) when pressed midway between sprockets. Listen for any rattling or clunking on acceleration and check that the chain runs smoothly without binding or excessive vibration. Beyond the specific recurring items, the low‑use nature of the bike warrants a thorough age‑related inspection. Examine the tyres for sidewall cracking, dry rot or loss of tread even if the depth appears acceptable, as rubber deteriorates with time regardless of mileage. Inspect the fuel tank, carburettor (or injection system) and any rubber hoses for signs of cracking, hardening or fuel leakage, and consider a fuel system cleaning if the bike has sat for long periods. The battery should be tested for cranking voltage and checked for any bulging or electrolyte loss; a replacement may be prudent if it is more than three years old. Look for corrosion on the frame, especially around the rear suspension mounting points and the exhaust, and verify that all suspension bushes, coil springs and the front shock absorber are free of oil leaks, cracks or excessive play. Finally, ensure that the brake system – discs, pads, calipers and the brake pipe – is free from rust, that the pads have sufficient material, and that the hand‑brake lever operates smoothly without excessive lever travel, as previous brake‑pipe damage could have left hidden corrosion. A comprehensive visual and tactile inspection, followed by a cautious test ride listening for clunks, uneven braking or steering irregularities, will give a clear picture of whether the bike’s low mileage truly translates into a sound, road‑worthy machine.