2020 Harley-Davidson Flhr Road King 1745 20 1.7L Petrol · OY69 KZF

The defining mechanical story for this 2020 Harley-Davidson Road King centres squarely on its front braking system, which has produced two separate MOT failures within a fourteen-month window despite the rest of the motorcycle passing without any advisories. The first refusal on 12 February 2024 cited excessive fluctuation of brake effort on both the nearside and offside front units, suggesting uneven hydraulic pressure, sticking caliper pistons, warped discs, or contaminated friction surfaces. Just days later, on 18 February 2025, a follow-up test was passed cleanly, and the bike passed again on 25 November 2025 with no defects recorded. That trajectory reads as improving rather than worsening, but the cluster of brake failures on a motorcycle with only around ten thousand miles on the clock is unusual and warrants close scrutiny of whatever remedial work was carried out between those tests. Annual mileage of roughly seventeen hundred and eighty miles over six years is exceptionally low for any motorcycle, and the gap between the November 2025 test and the recorded odometer reading suggests the bike has been used sparingly, with potential periods of extended storage. Such low usage carries specific mechanical consequences for a heavyweight tourer of this type, including moisture accumulation in the brake fluid, possible corrosion on the disc surfaces from infrequent use, drying and cracking of the various rubber and elastomer components in the braking and suspension systems, and potential fuel system or battery degradation from standing. Equally, the very low accumulated mileage means the engine internals, clutch, and drivetrain have seen minimal mechanical wear, which is favourable provided the seals and gaskets have not perished through lack of use. The absence of structural or corrosion advisories across four tests supports the view that the chassis and running gear have remained in sound condition. For a prospective buyer, the priority on any inspection must be a thorough assessment of the front braking system, given its documented history. On a test ride, the front brake lever should be pulled firmly at low speed to confirm a solid, progressive feel with no sponginess, judder, or pulling to either side; any of those symptoms would suggest the fluctuation problem has returned, possibly through warped discs, uneven pad wear, or a caliper that is not sliding freely. Visually inspect both front discs for rust pitting, lipping on the braking surface, and any evidence of contamination from oil or chain spray, and check that the pads have even material remaining across both sides. Because the contamination faults on 11 February 2025 suggest an external substance reached the friction surfaces, it is worth confirming that the front brake calipers and discs have been thoroughly cleaned or replaced and that the source of contamination, often front chain spray or a leaking fork seal, has been resolved. Beyond the braking concerns, the motorcycle's low-mileage profile means a careful check of all fluid seals and rubber components is warranted. Inspect the fork stanchions for any oil misting or weeping from the seals, as prolonged standing can dry out seal lips and lead to slow leaks that only become apparent once the bike is back in regular use. Examine the brake lines, both flexible and any rigid pipework, for perishing or cracking, and confirm the brake fluid has been recently exchanged, as fluid older than two years will have absorbed moisture regardless of mileage. Check the swinging arm bearings, steering head bearing for smooth operation without notchiness, and the condition of the drive belt or chain for any stiff links. A compression test or at least a careful listen to the V-twin on a cold start would also be sensible given the extended standing periods, allowing assessment of valve gear quietness and confirmation that no oil has migrated into the air filter or throttle body while the motorcycle was unused.