2012 Honda CBR 1000 RR-C 1.0L Petrol · LB12 LBG

A single component failure interrupts what is otherwise a notably consistent MOT record on this 2012 Honda CBR1000RR. Seven tests are recorded between 2018 and 2025, with six clean passes and only one advisory item (the same noisy exhaust noted in 2018) prior to the 2025 test. On 6 June 2025 the motorcycle failed on a dangerous defect classified as an offside front engine mounting or bracket missing, while the accompanying advisory for an exhaust noisy remains on file. The dangerous categorisation on the engine mounting is the headline concern, as it represents a structural fastening loss that would compromise engine stability, vibration control, and potentially chassis alignment under load. Aside from this isolated event, the pattern is one of stable roadworthiness with no recurring advisories on braking, suspension linkages, lighting, or steering components. Recorded mileage of 14,278 miles across approximately 14 years equates to a yearly accumulation of roughly 1,020 miles, which is very low for a motorcycle of this age and a notable indicator of either limited seasonal use or extended periods off the road. The MOT history does not show a test in 2019, which is consistent with the bike either being declared SORN or simply unused during that interval, and combined with the modest annual figures this points to the motorcycle having stood for prolonged stretches. Mechanically, such a usage profile raises the prospect of stale fuel, dried brake fluid, perished rubber hosing and seals, surface corrosion on brake discs and calipers, oxidisation in the cooling system, and compromised battery condition from repeated deep discharge cycles. Even where MOT checks cannot directly verify these areas, they warrant close physical inspection given the recorded activity level. Given the 2025 dangerous failure on the engine mounting, a prospective buyer should establish categorically whether a genuine Honda OEM engine mount or bracket has now been correctly fitted and torqued, and whether any secondary damage occurred while it was missing, such as chafed wiring, cracked fairing mounts, or stress marks on adjacent frame bracing. On a test ride, listen for any residual vibration through the handlebars or footrests that suggests the new mount is not seated properly, and feel for any lumpiness or harshness at idle that points to an unevenly supported engine. Inspect the bracket area directly for evidence of fresh welding, thread repair inserts, or aftermarket hardware, as a non-OEM repair on a load-bearing engine mount is not acceptable on a high-performance superbike of this specification. The recurring exhaust advisory across both 2018 and 2025 should not be dismissed, as it suggests either a persistent joint leak, perished mounting rubber, or a canister that is internally failing. With the engine running from cold, listen for any ticking, rasp, or popping that intensifies with revs and check visually for soot traces around the header joints, mounting points, and silencer clamps. Brake feel should be tested with multiple firm applications from speed, looking for a solid pedal or lever with no sponginess, and the discs should be examined for a pronounced lip or pitting given the bike's age. Suspension should be compressed manually with the bike on a stand, checking for smooth damping without clonks over uneven surfaces, and the low recorded mileage makes a thorough check of tyre condition, fuel system freshness, and battery health particularly important before committing to purchase.