2020 GEN Moto XGJ125-28 0.1L Petrol · OU70 ERY

A concerning cluster of brake-related dangerous defects and a deformed handlebar define the mechanical picture of this 2020 125cc motorcycle, which ultimately passed on 6 December 2023 after failing to meet roadworthiness standards just days earlier on 29 November 2023. The earlier 13 November 2023 test recorded dangerous defects at both the front and rear brake wheels, indicating a complete or near-complete loss of braking effort, alongside advisories for a worn front brake lever pivot and tyres worn close to the legal limit. The subsequent attempt only a fortnight later replaced those dangerous braking defects with a dangerous rear brake non-function finding, but also introduced new major defects: a deformed handlebar fouling the fuel tank on full lock, an inoperative dipswitch, and headlamp aim set too low. The fact that the machine passed on 6 December 2023 suggests remedial work was carried out, but the volume and severity of defects compressed into a single testing cycle points to a vehicle that had either stood unused for an extended period or had been allowed to deteriorate significantly before being presented for test. With only 1,458 miles recorded on a six-year-old motorcycle, annual usage averages around 243 miles, which is exceptionally low even for a learner or commuter 125. This pattern raises the likelihood of long stationary periods, during which brake calipers can seize, pivots and cables can corrode, hydraulic seals can deteriorate, and tyres can harden and lose compliance even when tread depth remains nominally legal. The combination of dangerously low braking effort at both wheels, a worn lever pivot, and tyres at the wear limit is entirely consistent with a machine that has spent prolonged periods garaged rather than being ridden regularly. The 2023 MOT also represents the only recorded tests in the supplied history, meaning there is no longitudinal DVSA evidence of consistent roadworthiness prior to that year. A prospective buyer should approach this machine with caution and focus the physical inspection on the exact components flagged during testing. On a stationary check, squeeze the front and rear brake levers to confirm firm, progressive resistance with no sponginess or travel to the bar, and inspect the calipers, pads and discs for seized pistons, corrosion pitting, or glazing consistent with the previous dangerous defects. The handlebar should be straight, free of any visible bending or cracking, and the controls should not contact the fuel tank or bodywork at full lock in either direction. The dipswitch must select main and dip beam immediately, and the headlamp should be re-aimed to the correct height using a flat surface, as a beam set too low will fail on test. Both tyres should be inspected for age-related cracking in the sidewalls, tread depth, and uneven wear patterns indicative of prolonged standing. On a test ride, listen for any metallic scraping or binding from the brakes that suggests caliper slides remain sluggish after rectification, and confirm the lever feels solid rather than spongy under repeated application. Check that the handlebars do not foul the tank or any cabling when turned to the steering lock, as a deformed bar can be masked by re-positioned controls. Verify the headlamp main and dip beam function cleanly without flicker, and ensure the headlamp does not dip excessively on undulating roads. Given the low recorded mileage and the density of defects found in a short testing window, it would be prudent to budget for a full brake system overhaul including caliper strip and rebuild, replacement brake fluid, new tyres, and verification of the headlamp aim and switchgear before relying on the machine for regular road use.