1996 Suzuki RGV250 0.2L Petrol · P852 BUJ

A consistent record of clean MOT passes, including the most recent test on 22 May 2026, forms the headline of this 1996 Suzuki RGV250's roadworthiness history. Across eight recorded tests, the only recorded failure occurred on 10 October 2007, when a front roller brake test indicated a binding brake, accompanied by an advisory noting slight free play in the upper steering head bearing. The subsequent test on the same date, recorded as a pass with no defects, suggests the binding brake was rectified promptly. Importantly, no advisories or failures have been logged against this vehicle since that 2007 episode, leaving a long stretch of unrecorded testing between 2008 and 2014 and again between 2016 and 2024. The lack of documented defects across the most recent three tests is a positive data point, though it represents only a narrow window of formal scrutiny and does not, on its own, confirm the broader mechanical state of a thirty-year-old machine. The mileage profile is the most distinctive feature of this machine. With 11,949 miles recorded over approximately thirty years, the annual accumulation rate is around 398 miles, which is exceptionally low for a motorcycle of this age and suggests either extended periods off the road or very intermittent recreational use. The gap between the 2016 and 2024 tests, an eight-year absence from the MOT record, is particularly relevant, as a 250cc two-stroke sports machine of this vintage will suffer from internal corrosion, dried rubber components, and degraded fluids during long lay-ups, even if no defects were flagged on its return to test in March 2024. The relatively even mileage progression between recorded tests, without any sudden jumps, is consistent with low and irregular use rather than any sustained touring or commuting pattern. This means consumables such as tyres, brake pads, cables, and drive components may be aged rather than worn, and the engine itself will benefit from closer inspection for seized rings, two-stroke crank seals, and carburettor internals affected by stale fuel. For a prospective buyer, the upper steering head bearing advisory from 2007 warrants direct attention. After nearly two decades, the original bearing assembly may have deteriorated further, and any signs of notching through the steering lock, a clunk on full lock, or a vague feeling over centre on turn-in should be investigated. It is also worth checking whether the original bearing was ever replaced, as headstock bearings on a light sports two-stroke can wear rapidly once initial play develops, particularly if the bike has been stored in humid conditions. On a test ride, listen for any graunching or roughness as the steering moves from lock to lock, and feel for uneven resistance that suggests brinelling of the races. Although no binding brake has been recorded since 2007, two-stroke calipers that sit unused for long periods are prone to piston seizure. With the front brake applied firmly from speed, any pull to one side, a spongy lever that fails to build pressure, or a caliper that fails to release cleanly after use points to binding or sluggish pistons that may need overhaul. Given the prolonged periods of apparent inactivity implied by both the mileage and the testing gaps, particular attention should be paid to items that degrade with age rather than use. Fuel lines, vacuum hoses, and the carburettor diaphragm should be inspected for perishing, and the tank should be checked for internal rust, particularly if the bike has been stored with old fuel. Tyres older than five years, identified by the DOT date code on the sidewall, should be treated as expired regardless of tread depth, as the rubber compound hardens and loses grip. Drive chain and sprocket condition is also critical on a machine of this vintage, with rust on the chain, stiff links, and hooked sprocket teeth all common after long storage. Finally, a cold start and a thorough check for smoke from the crank seals, two-stroke-specific concerns that the MOT record cannot assess, will give the clearest indication of whether this low-mileage RGV250 remains a usable sporting machine or a sympathetic restoration project.