2010 Triumph Street Triple 0.7L Petrol · OV59 MZX

The most recent MOT recorded on this 2010 Triumph Street Triple took place on 7 August 2026 and resulted in a Pass, though it was accompanied by an advisory regarding slight play in the central rear suspension arm bushes, a defect that had been flagged on the previous day's failed test as well. That earlier failure, dated 6 August 2026, was recorded against major deficiencies in the rear brake system, specifically inadequate rear brake effort and the roller brake test recording no brake control achieving the 30 percent efficiency threshold, alongside the same swing arm bush advisory. Given that the vehicle passed on the immediate retest, it is probable the braking issue was addressed, but the buyer must verify what corrective work was carried out and confirm the current operational state of the rear brake assembly. Looking at the broader MOT history from 2023 through 2025, the motorcycle had been passing cleanly aside from a repeated advisory regarding the front tyre approaching the legal limit at roughly 2mm of tread across three consecutive tests, and a single advisory in 2025 noting light oil misting on the nearside front fork seal. The trend suggests a generally well-maintained machine, but with one notable deterioration in rear brake performance that warrants direct inspection. With a recorded mileage of 20,638 miles over approximately sixteen years, this Street Triple averages around 1,290 miles per year, which is exceptionally low for any motorcycle and indicative of either limited recreational use or extended periods of standing. Such low annual mileage means wear-sensitive components such as the engine internals, drivetrain, and braking surfaces may have relatively little mechanical wear from use, but age-related deterioration becomes the dominant concern. Rubber components including hoses, gaiters, seals, and grip rubbers degrade through oxidation rather than mileage, brake discs can develop surface corrosion from moisture exposure during standing periods, and caliper pistons may seize through lack of regular actuation. The fuel system, including the tank interior and injectors, is also susceptible to degradation if the machine has stood unused for prolonged intervals. From the recorded defect history, the rear brake issue demands particular scrutiny. On a test ride, the buyer should assess the firmness and progression of the rear brake lever, listen for any binding or scraping noises from the rear caliper, and verify that the system holds pressure without gradual sink to the lever. Given that the efficiency figures fell below 30 percent, possible causes include severely worn brake pads, contaminated or glazed friction material, a seized rear caliper piston, perished brake hose allowing pressure loss, or air ingress within the hydraulic system. The advisories on the rear swing arm bushes should also be monitored; on test, the rider should listen for clonking or knocking from the rear suspension over uneven surfaces, particularly under braking or acceleration load, and visually inspect the bushes for cracking, splitting, or visible deflection. The 2025 advisory regarding nearside fork seal misting warrants inspection of the fork leg for ongoing oil weep and a check of fork oil level, as continued seepage will lead to reduced damping performance and eventual seal replacement. Beyond the recorded advisories, the age and low usage profile of this motorcycle necessitate a thorough inspection of time-sensitive items. The front tyre should be examined not only for remaining tread depth but also for sidewall perishing, checking for cracking or brittleness in the rubber compound, as a tyre can pass the tread test yet be compromised by age-related degradation, particularly given three consecutive advisories suggesting prolonged use of the same front tyre. The 12 volt battery should be load tested, as batteries that have stood partially discharged will have diminished capacity and may fail at the point of purchase. Brake discs should be inspected for significant corrosion lipping or pitting from standing, all brake calipers must be confirmed as free moving, and the brake fluid should ideally be replaced regardless of condition due to its hygroscopic nature and calendar-based service intervals. Coolant, fork oil, and any hydraulic clutch fluid should similarly be treated as due for renewal. Finally, the fuel system should be checked for stale fuel residues, the chain and sprockets assessed for corrosion pitting despite likely low wear, and the service history verified to confirm regular oil changes have occurred at appropriate intervals regardless of the modest mileage accumulated.