1997 Triumph Trident 0.9L Petrol · P787 MFL

The most recent MOT test on 30 May 2026 resulted in a pass, which is a positive outcome, but the underlying record raises meaningful concerns about the maintenance trend. Just five days prior to that pass, the vehicle was presented in a Dangerous condition due to a front tyre with ply or cord exposed, alongside a Major failure for a non-functioning offside front position lamp. A Dangerous tyre defect is one of the most serious classifications under DVSA criteria, indicating an immediate risk of blowout or loss of control. The advisory issued at the same test noting rear brake pads of two different types, comprising both non-sintered and sintered compounds, suggests an inconsistent approach to brake servicing, as mixing friction materials on the same axle can lead to uneven braking performance and unpredictable wear rates. The 2026 advisory of a slightly distorted front wheel bead rim also warrants attention, as wheel integrity directly affects tyre seating and safe inflation. Taken together with the largely clean advisory-free history between 2015 and 2019, the cluster of issues in 2026 points to a worsening trend likely connected to extended periods of standing rather than active maintenance, making a thorough inspection essential. The recorded mileage of 15,623 miles over approximately 29 years equates to an average annual usage of around 539 miles, which is exceptionally low and highly atypical for any road-going vehicle. The MOT history shows recorded tests in 2012, 2013, 2015, 2016, 2017 and 2019, followed by a seven-year gap before the 2026 tests, suggesting either significant periods off the road, exemption from testing, or that the vehicle has spent extended intervals unused. Such prolonged standing is mechanically deleterious to almost every system on the car, as seals, gaskets and flexible components degrade without regular thermal cycling and fluid agitation. Brake calipers seize, discs corrode, hydraulic fluid loses its boiling point through moisture absorption, fuel systems varnish, tyres develop flat spots and sidewall perishing, and 12V batteries sulphate and fail. A buyer should not be lulled into a false sense of security by the low odometer reading, as calendar age is often a greater determinant of condition than indicated mileage on a vehicle of this profile. Given the 2026 tyre failure and the 2013 advisories regarding light misting on both front shock absorber stanchions, particular attention must be paid to the suspension, braking and rolling-stock condition. The front shock absorbers should be inspected for oil weeping or weeping seals, and the buyer should listen for clonks, knocks or a loose, unsettled front end over uneven road surfaces during a test drive. The front wheel should be examined closely for cracks, corrosion around the bead seat, and any deformation that could compromise tyre integrity, while the rear brakes should be inspected to confirm the mismatched pads have been replaced with a consistent friction material on both sides, with the discs checked for scoring, lipping and corrosion pitting. The brake pedal should feel firm underfoot with no sponginess, and the system should be checked for any signs of fluid leakage or perished flexible hoses. The non-functioning position lamp at the 2026 failure should be verified as rectified, and all exterior lighting, including indicators and headlamp alignment, confirmed operational. A reluctant or sluggish starter, dim headlamps at idle, or a dashboard warning light at startup would suggest the 12V battery is due for replacement, which is highly probable after any extended standing period. Beyond the items flagged in the MOT record, a prospective buyer should undertake a comprehensive age-appropriate inspection covering fluid services, structural integrity, and long-dormancy defects. Engine oil, coolant, brake fluid, differential oil and any fuel system components should be assessed regardless of mileage, as time-based degradation supersedes distance-based servicing intervals; brake fluid in particular should be changed as it is hygroscopic and will have absorbed moisture over nearly three decades. The fuel tank, lines and carburation or injection system should be checked for varnish, stale fuel and perished hoses, and the exhaust system examined for corrosion, mounting integrity and any blowing joints. Tyres should be scrutinised for sidewall cracking, perishing, and manufacturing date codes, as tyres older than approximately six years from their DOT stamp are considered aged even if tread depth is adequate. The bodywork and structural underside should be inspected for corrosion, paying particular attention to sills, wheel arches, subframes and suspension mounting points, which are common failure areas for vehicles of this vintage. Finally, the service history should be verified, any tape repairs from the 2013 advisory confirmed properly resolved, and a compression test or at minimum a thorough cold-start observation undertaken to establish baseline mechanical health before purchase.