2017 Harley-Davidson Street XG 750 17 0.7L Petrol · WM17 FCE

The most recent DVSA examination on 23 March 2026 resulted in a clean pass with no defects or advisories recorded, and the broader test history confirms a stable and well-maintained pattern. Across the eight recorded tests between 2020 and 2026, the motorcycle has passed on every occasion with no advisories logged, the sole exception being a single isolated failure on 27 February 2024 relating to a stop lamp not illuminating when both brake controls were operated. A pass was issued on the same date, indicating the defect was rectified immediately and at the test centre. This isolated electrical issue does not suggest any underlying systemic concern and is fully consistent with a simple switch or bulb replacement. Overall, the maintenance trajectory is clearly stable, with no trend towards worsening mechanical condition. With recorded mileage of just 2,956 miles across approximately nine years, this Street 750 has covered an exceptionally low annual average of around 328 miles. Such limited use is typical of a leisure or weekend machine and is not unusual for the Harley-Davidson Street range, which is often purchased as a secondary vehicle. The figures show no periods of rapid accumulation that would suggest heavy commuter use or excessive wear on drivetrain components. However, the low annual mileage also implies that the motorcycle will have spent the majority of its life either stationary or used only for short journeys, which carries its own set of mechanical considerations relating to component degradation through standing rather than wear through use. Given the combination of a clean advisory-free MOT record and an unusually low usage profile, a prospective buyer should focus attention on time-related degradation rather than wear-related defects. Tyres should be inspected carefully for sidewall perishing and cracking caused by age rather than tread wear alone, as rubber compounds deteriorate over time regardless of mileage and a tyre displaying hairline cracks or stiffness will require replacement for roadworthiness. The braking system warrants close scrutiny for corrosion on the discs, particularly if the machine has been stored in damp conditions, and the calipers should be checked for binding or seized pistons that can develop after extended periods of standing. Brake fluid is hygroscopic and degrades on a calendar basis, so regardless of mileage it should be flushed and replaced if the service history cannot confirm recent attention, with the hydraulic fluid appearing clear rather than discoloured. The drive belt or chain, depending on fitment, along with all pivot points and the throttle and clutch cables should be examined for stiffness and corrosion. The 12V battery is one of the most common failure points on a low-mileage motorcycle of this age and should be load-tested before purchase, as batteries left in a discharged state sulphate irreversibly and a marginal battery may pass an MOT electrical check yet fail under load in everyday use. Engine oil and filter should be changed on a calendar basis rather than purely mileage intervals, and the buyer should verify that the service book contains stamps or receipts covering at least an annual oil change even if distance covered has been minimal. On a test ride, listen for any suspension clonks or knocking from the front forks over uneven surfaces, check for any steering notchiness or bearing play, and confirm that both front and rear brake applications produce strong, even stopping without shudder. Finally, examine the undertray and sump area for any signs of oil seepage, as seals that have not been regularly exercised can harden and weep. With these age-appropriate checks carried out, the motorcycle presents a sound basis for purchase, its clean MOT history indicating that it has been conscientiously looked after during its low-key life.