2008 Triumph Bonneville T 100 (865) 0.9L Petrol · MF08 FUN

The most recent DVSA examination on 9 June 2026 resulted in a pass with no defects or advisories recorded, and this clean outcome is mirrored by the 2025, 2024, 2023, 2021, and 2020 tests, indicating a consistent and well-maintained compliance record over several years. The only blemish across the documented history is a single fail on 25 May 2022 for headlamp aim being too high, which was rectified the same day, evidenced by the accompanying pass on that date. The advisory items issued on that same occasion regarding front tyre tread at 1.86 mm and rear tyre tread at 2.05 mm were not carried forward into any subsequent test, suggesting new tyres were fitted and the braking and suspension systems have not raised concerns since. Overall, the maintenance trend is stable and reassuring, with no recurring defect patterns and no advisory recurrences that would imply ongoing neglect of consumables. Recorded mileage of 6,440 miles on an eighteen-year-old motorcycle equates to an average of roughly 358 miles per year, which is exceptionally low and strongly suggests long periods of storage interspersed with occasional short rides. Such minimal usage carries distinct mechanical implications: the engine, gearbox, and fuel system may have suffered from infrequent oil circulation and stale fuel, while brake components are prone to corrosion, and the battery, even if relatively young in service, will have endured numerous deep discharge cycles. The absence of large mileage gaps recorded in the MOT history also means the annual usage has been broadly consistent, but the very low annual figure still warrants careful scrutiny of time-based deterioration rather than purely wear-based concerns. Given the age and sparse usage of this Bonneville T100, a prospective buyer should conduct a thorough physical inspection that goes well beyond the MOT pass certificate. Tyres should be examined closely for sidewall cracking, perishing, and any flat-spotting from prolonged standing, as rubber compounds degrade with calendar age regardless of remaining tread depth. The braking system, including the discs, calipers, and pads, must be checked for surface corrosion and seizing caliper pistons, both of which are common on infrequently used machines and can cause brake drag, uneven wear, or reduced efficiency. During a test ride, listen for any suspension clunks or knocking from the front forks and twin rear shocks, as the original damping fluid and bushes will have aged and may be compromised, and verify that the steering moves freely without notchiness. The chain and sprockets should be inspected for rust, stiff links, and adequate lubrication, as a neglected driveline can fail suddenly even on a low-mileage example. Beyond the chassis and running gear, attention must turn to the cooling and lubrication systems, as well as the electrical and fuel systems, all of which suffer from calendar-based degradation. Engine oil and filter should be changed regardless of mileage to remove moisture and combustion by-products, and the fork oil, brake fluid, and clutch hydraulic fluid should be considered due for renewal after so many years in service. Coolant, where applicable, also has a finite life and should be checked for condition and concentration. The 12 volt battery should be load-tested, as it may hold surface charge yet fail under demand, and the charging system output verified at the battery terminals. Finally, the fuel system should be inspected for degraded hoses, perished seals, and signs of varnish in the carburettors or throttle bodies, and a full service history with evidence of annual or biennial recommissioning would substantially reinforce confidence in a machine that has seen so few miles on the road.