2022 Lexmoto Tempest 125 0.1L Petrol · MF72 VUG

A 2022 LEXMOTO TEMPEST 125 with only one MOT entry recorded as a pass on 23 January 2026, and against a recorded mileage of 2,072 miles, presents a notably sparse roadworthiness picture. Because motorcycles of this class only require an MOT from the third year after first registration, a single test is the expected baseline, but the absolute absence of any advisories or previous failures leaves the prospective buyer with very limited objective evidence to weigh. The pass itself is unremarkable and gives no indication of underlying mechanical condition beyond confirming the bike met the minimum statutory criteria on that date. What the record does not show is equally important: there is no longitudinal pattern of recurring brake, suspension, tyre, or lighting advisories to either reassure or warn, simply because the data set is too thin. With a four-year build date and a recorded odometer reading of 2,072 miles, the average annual accumulation works out at roughly 518 miles per year, which is very low for any road-going vehicle and particularly so for a commuter-oriented 125cc machine. This usage profile suggests either short, infrequent trips, seasonal riding only, or potentially extended periods of standing. Mechanically, low-mileage motorcycles are prone to issues opposite to those expected on a high-mileage example: brake discs can corrode and pit through lack of use, caliper pistons may seize, fork seals can weep after long static periods, and the carburettor or fuel system on a small-capacity single may suffer from stale fuel, blocked jets, or varnish deposits if the bike has not been run regularly to operating temperature. Tyres fitted to a low-mileage bike can also age-harden well before the tread depth becomes an MOT issue, reducing grip on cold or wet roads. The 2,072-mile figure should be verified against the V5C and physical odometer, as discrepancies in mileage recording on low-use vehicles are not unheard of. For a prospective buyer, the test-ride priorities on this particular machine should focus on the symptoms associated with long-standing rather than long-distance wear. At low speed, listen for any binding or scraping from the front brake, which could indicate a seized caliper or heavily corroded disc surface not yet visible to an MOT inspector. Check for fork seal leakage by inspecting the stanchions above the dust seals for any oil film or streaking, and bounce the front end firmly to feel for knocking or top-out harshness that might suggest dried-out fork oil. Confirm that the engine starts cleanly from cold and idles smoothly, as small-capacity carburettors are particularly vulnerable to fuel system deterioration after extended standing, and any hesitation, misfire, or requirement for excessive choke would warrant further investigation. Given the absence of any recorded advisories or component flags, the buyer has no specific DVSA-identified defect to target, so attention should turn to the items that MOT testing does not fully cover. Inspect the chain and sprockets for rust, tight links, or worn teeth, as these are not part of the MOT but are critical on a low-mileage commuter. Check the condition and date marking of both tyres, looking for sidewall cracking or perishing even if the tread depth appears acceptable. Examine the brake levers, clutch action, and throttle cables for smooth operation without fraying or stiffness, and verify that all electrical systems, indicators, horn, and headlamp function correctly. Finally, confirm that the bike has been regularly started and run to temperature, as evidence of consistent short-term use will go further towards reassuring a buyer than the single clean MOT pass alone can.