2021 BMW R 1250 RS SE 1.3L Petrol · PL21 FSX

A clean two-test MOT history with no advisories or failures on file points to a motorcycle that has presented no roadworthiness concerns at its statutory checks. The most recent test on 28 May 2025 returned no recorded defects, and the prior pass on 20 June 2024 was similarly clear, establishing a stable pattern of compliance rather than any emerging deterioration. Given that the 2021 BMW R 1250 RS SE is now five years old and exempt from MOT until its fourth anniversary, the only two examinations it has faced have both produced fault-free outcomes. The absence of flagged items on a boxer-twin machine, where oil weeping, final drive splines, suspension linkages, and brake hose condition are typical points of attention, is a notable result rather than a routine one. Covering just 1,661 miles across roughly five years equates to an annual accumulation of around 332 miles, an order of magnitude below what would be expected for a sports-touring machine of this class. This very low usage figure means the motorcycle has either seen only occasional fair-weather riding, short seasonal outings, or has potentially stood for extended intervals between use. Such a pattern has direct mechanical implications: brake discs and pads may have developed surface corrosion from lack of regular use, caliper pistons can seize in their bores, fuel system components can deteriorate from stale petrol, and the 12V battery is unlikely to have maintained full charge without a conditioning routine. Tyres, despite minimal tread wear, are almost certainly age-hardened given they will be approaching or exceeding five years from manufacture, even if no MOT advisory has yet been raised on them. Drive belts, oil, brake fluid, and coolant will all be well past their manufacturer service intervals unless documented proof of recent replacement is supplied. For a prospective buyer, the priority is to verify the service record rather than rely solely on the MOT outcome, as the MOT only inspects a defined subset of safety items and will not catch aged brake fluid, perished coolant hoses, or a tired battery. On a test ride, listen for any knocking or clonking from the telelever front end or paralever rear over bumps, as low use can lead to dried and cracked suspension bushes that may still pass static inspection but behave poorly under load. Check for any rear brake binding after the bike has been standing, and confirm the front brake lever pulls up firmly without sponginess, which would indicate seized caliper pistons rather than a fluid issue. Warm the engine thoroughly from cold and observe whether any oil mist appears from the alternator or gearbox output shaft areas typical of the boxer layout, as slow accumulation may not have been sufficient to purge seals and gaskets. Verify that the throttle bodies respond cleanly without hesitation, as infrequent use with stale fuel can leave deposits that upset the ride-by-wire mapping. Finally, confirm the age of the tyres by inspecting the DOT date codes on the sidewalls, as rubber older than five years should be replaced regardless of remaining tread depth, and inspect the chain and sprocket condition for any rust pitting indicative of prolonged outdoor standing. Check the battery resting voltage with a multimeter after the bike has stood overnight; a reading below approximately 12.4 volts would suggest the battery has not been maintained and may fail imminently. Examine all flexible brake hoses for cracks or bulging, as these deteriorate with age irrespective of mileage, and ensure the coolant header tank and connecting hoses show no brittleness or weeping around the jubilee clips. Given the absence of MOT advisories, the mechanical risk on this particular motorcycle lies almost entirely in age-related degradation rather than wear, making documented recent servicing the single most important factor in determining its true condition.