2013 Lexmoto ZN 125 T-K 0.1L Petrol · LX13 ACZ

A single MOT failure on this LEXMOTO stands out sharply against an otherwise clean roadworthiness record and points squarely at the rear suspension as the primary mechanical concern. On 28 February 2025 the machine failed with three major defects, all relating to the rear end: the shock absorber was recorded as having negligible damping effect, the upper shock absorber bush was excessively worn, and the rear tyre was not fitted in accordance with its sidewall instructions. The fact that the 2025-03-11 retest passed cleanly just eleven days later suggests those items were rectified before resubmission, and the 2026-03-11 test subsequently passed with no defects recorded. Taken together, the trend over the last three tests shows a stable rather than worsening pattern, but the concentration of failures in the rear suspension area should not be dismissed as a one-off. With only 6,035 miles covered across approximately thirteen years, this motorcycle has averaged around 464 miles annually, which is exceptionally low for its age. Such modest annual accumulation can indicate either genuine light leisure use or extended periods off the road, and both scenarios carry distinct mechanical consequences. Components that suffer from prolonged standing rather than wear based on mileage include the rear shock absorber and its bushes, exactly the items that appeared in the failure record, as rubber deteriorates through age, oxidation and fluid degradation rather than purely through travel. The two-year gap between the 2023 and 2025 tests, with no recorded mileage progress in that window, is consistent with a period out of use, and the front-end items not appearing on the MOT does not confirm that steering head bearings, forks and front tyre are equally fresh. For any prospective buyer, the rear suspension assembly should be treated as the priority inspection item. On a stationary check, examine the upper shock mounting bush for cracking, hardening or free play by hand and visually compare the shock body for any weeping of damping fluid or surface corrosion, both indicators that the unit replaced at the 2025 retest may itself be ageing. With the machine on the centre stand, push the rear end down and release it: a healthy shock should rebound once and settle; continued oscillation or a clunk from the upper mount suggests the bush is already loose again. On a test ride, listen for a clonking or knocking noise transmitted through the seat under small bumps and weight shifts, and feel for the rear end failing to settle after larger undulations, which would indicate reduced damping. Beyond the rear end, the low overall mileage demands attention to items that do not simply wear with use. Check that the front tyre retains an adequate tread depth and sidewall condition given that motorcycle tyres degrade from age as well as mileage, and inspect the fork stanchions for pitting or corrosion that can develop during periods of standing. Confirm that both brake systems, although not flagged on any test, function without binding, particularly the rear caliper which can seize when unused for long intervals, and verify that the chain and sprockets move freely without stiff links. Finally, the failure record notes a tyre incorrectly fitted to its sidewall direction, so on inspection confirm that any current rear tyre displays a clear direction-of-rotation arrow matched to the wheel rotation, and that the sidewall date code is recent.