1998 Honda CB600 0.6L Petrol · S318 BAW

The most recent DVSA examination on 12 February 2026 resulted in a pass, but it was achieved only five days after a substantial failure on 7 February 2026, during which four major defects were recorded. These included a non-functioning offside rear direction indicator, an inability to test rear brake performance due to the piston seizing in the master cylinder, excessive binding of the front brake, and contamination of the front brake disc. The advisories carried forward from that failure and noted again on the pass were pitted and scored front brake discs and a noisy exhaust. Taken together, the maintenance trend is clearly worsening rather than stable, with the cluster of brake-related major defects representing a serious safety concern. While the vehicle was able to be re-presented and passed within days, the underlying mechanical issues, particularly the seized master cylinder piston and binding front brake, require further investigation beyond what an MOT check alone confirms. Recorded mileage stands at 32,835 miles over approximately 13 years, yielding an annual average of around 2,526 miles. This is notably low for a motorcycle of this age and suggests either light seasonal use or extended periods of standing. Such a usage pattern carries distinct mechanical implications, as prolonged inactivity tends to promote corrosion on brake discs and calipers, drying and cracking of rubber components such as suspension bushes and seals, and degradation of brake and clutch hydraulic fluid through moisture absorption. The MOT history supports this concern, with the recorded master cylinder seizure and front brake binding consistent with a vehicle that has seen limited regular exercise. There are also gaps in the test record, with no recorded MOTs between 2018 and 2021, and again between 2021 and 2026, which may indicate periods off the road or simply absent record keeping, both of which warrant clarification with the seller. Given the recurring brake-related advisories and the recent major defects, prospective buyers should carry out a thorough physical inspection of the braking system. The front brake discs should be examined for lipping, scoring, and corrosion, while the calipers must be checked for free operation and the master cylinder inspected for any seepage or evidence of a recent rebuild. On a test ride, listen for any squeal or grinding from the discs and feel for uneven pull, sponginess, or excessive lever travel at both ends, as any of these would suggest incomplete rectification of the issues flagged at the recent test. The seized master cylinder piston, in particular, demands confirmation that the unit has been properly overhauled or replaced rather than simply freed off, as a recurrence would present a direct safety risk. The rear brake circuit, which could not be tested, must be checked thoroughly before any reliance is placed on its operation. Beyond the braking system, the low annual mileage makes several age-related checks essential before purchase. Tyres, although not flagged at MOT, should be inspected closely for sidewall perishing and cracking typical of older rubber, regardless of remaining tread depth, and the production date code on the sidewall should be confirmed as no more than a few years old. The 12 volt battery should be load tested, as a battery standing discharged over long winter periods frequently suffers irreversible capacity loss. Brake fluid, clutch fluid, and coolant should be treated as due for replacement purely on age, as fluid degradation occurs through calendar exposure rather than mileage. Finally, verify that the direction indicator fault, lamp interference issue, and registration plate non-conformity noted in earlier tests have been fully resolved, and inspect all electrical connections for corrosion consistent with low use and damp storage.